Control apparatus of internal combustion engine

ABSTRACT

The ignition timing is sustained at an initial value during a predetermined time beginning at a start of an engine, and is retarded after the predetermined time is elapsed to heat a catalyst at an early time. The predetermined time ends when the negative pressure of an intake pipe or the negative pressure of a brake booster reaches to a predetermined value. That is, the predetermined time is a period, which begins at a start of the engine and ends when a proper negative pressure can be sustained in the brake booster. As a result, it is possible to assure a negative pressure in the brake booster at an early time and to reduce exhaust emission at a start of the engine simultaneously.

CROSS REFERENCE TO RELATED APPLICATION

This application is based on Japanese Patent Applications No.2001-153412 filed on May 23, 2001, and No. 2001-223436 filed on Jul. 24,2001 the contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a control apparatus of an internalcombustion engine.

2. Related Art

A car manufactured in recent years is provided with a catalyst such as athree-way catalyst, which is used for purifying exhausted gas, on theexhaust pipe of the car. At a cold start in which the engine is startedat a low temperature of the engine and the catalyst, the ignition timingis retarded to increase the temperature of the exhausted gas. Theincreased temperature of the exhausted gas in turn promotes the heatingof the catalyst so that the temperature of the catalyst is increased toa value in an active temperature range at an early time.

If the ignition timing is retarded in order to heat the catalyst at anearly time, however, the engine torque decreases. In order to preventthe engine torque (or the engine speed) from decreasing, an idle speedcontrol system (ISC) is used to increase the opening of an ISC valve (ora throttle valve) in order to raise an intake air quantity. As a result,the negative pressure of the intake air increases, reducing a differencebetween the negative pressure of the intake air and the atmosphericpressure. Accordingly, a braking force amplification effect of a brakebooster inevitably becomes smaller.

In order to solve the above problems, as is disclosed in U.S. Pat. No.5,497,745, with the initial value of the ignition timing at a cold startset at a target retard angle, ignition retarding control (orcatalyst-early-heating control) is started and an intake manifoldnegative pressure is compared with a threshold value at predeterminedcontrol intervals. The threshold value is an intake manifold negativepressure required for assuring a proper negative pressure in a brakebooster. If the intake manifold negative pressure is smaller than thethreshold value, the ignition timing is retarded. If the intake manifoldnegative pressure is greater than the threshold value, on the otherhand, the ignition timing is advanced.

As described above, with the technology disclosed in the U.S. patent,the initial value of the ignition timing at a cold start is set at atarget retard angle and then the ignition timing is retarded or advancedin dependence on the intake manifold negative pressure. At a cold start,however, the fuel stability of the engine is poor so that, if theignition timing is much retarded from the cold start as is the case withthe disclosed technology, the fuel condition becomes unstable,unavoidably increasing the quantity of an exhausted unburned gascomponent such as HC or CO. In addition, if the ignition timing is muchretarded from the cold start, the retard angle for the ignition timingcauses a delay of the decreasing of the intake manifold negativepressure. Thus, it inevitably takes a longer time for the intakemanifold negative pressure to decrease from a pre-start pressure (thatis, the atmospheric pressure) to the threshold value, which is an intakemanifold negative pressure required for assuring a proper brake boosternegative pressure as described above. In the mean time, the negativepressure of the brake booster cannot be assured at a sufficient value sothat the performance of the brake booster cannot be fully displayed. Inshort, with the disclosed technology, it is difficult to assure asufficient negative pressure of the brake booster while reducing theexhaust emission at a start of the engine at the same time.

On the other hand, U.S. Pat. No. 3,129,802 discloses a technologywhereby the closing timing of an intake valve is retarded when thepressure in a negative pressure tank for a brake booster is determinedto be on the positive pressure side relative to a predeterminedpressure. There is already known an apparatus (VVT) for adjusting avalve timing as is disclosed in JP-A No. S59-119007. The VVT iscontrolled to realize a valve timing proper for the operating state ofthe engine. The VVT is provided for achieving one of importantobjectives to improve the state of combustion. By execution of advancingcontrol on the VVT in accordance with reduction of the negativepressure, however, the state of combustion cannot be improvedsufficiently.

In addition, if the ignition timing is retarded in order to heat thecatalyst at an early time, the resulting negative pressure is notsufficient as described above. Thus, with the technology disclosed inU.S. Pat. No. 3,129,802, advancing control is executed on the VVT inaccordance with a negative pressure signal, resulting in an unimprovedstate of combustion.

SUMMARY OF THE INVENTION

It is thus an object of the present invention addressing the problems toprovide an internal combustion engine with a control apparatus capableof assuring a required negative pressure at a start time of the engineand at a time immediately following the start time.

It is another object of the present invention to provide an internalcombustion engine with a control apparatus capable of assuring anegative pressure required by a brake unit during a period in whichearly heating control of a catalyst is executed.

It is a further object of the present invention to provide an internalcombustion engine with a control apparatus capable of assuring anegative pressure required by a brake unit at a start time of the engineand at a time immediately following the start time.

It is a still further object of the present invention to provide aninternal combustion engine with a control apparatus capable of realizingearly heating control of a catalyst and assuring a negative pressurerequired by a brake unit.

It is a still further object of the present invention to provide aninternal combustion engine with a control apparatus capable of reducingthe amount of obstruction resulting from control to assure a negativepressure required by a brake unit to control to heat a catalyst at anearly time and control of a valve timing to improve combustion.

In order to achieve the objects described above, in accordance with anaspect of the present invention, an internal combustion engine isprovided with a control apparatus, wherein a negative pressurerecognizing means recognizes a negative pressure of an intake pipe or anegative pressure of a brake booster, and an ignition retarding controlmeans starts ignition retarding control after the negative pressurereaches a level equal to or lower than a predetermined value. When fuelstability is poor at a cold start, instead of retarding an ignitiontiming, the ignition timing is set at a timing that improves the stateof combustion so that it is possible to lower a pressure in an intakepipe at an early time while suppressing generation of unburned gascomponents such as HC and CO. Thus, at a point of time a negativepressure in the intake pipe (or a negative pressure of a brake booster)becomes equal to or lower than a predetermined value allowing a propernegative pressure of the brake booster to be assured, the ignitionretarding control is started to retard an ignition timing and, hence,increase the temperature of exhausted gas so that the catalyst can beheated at an early time.

In this configuration, the time between the start of the engine and thecompletion of the catalyst heating may become slightly longer. Bydelaying the start timing of the ignition retarding control, however, itis possible to suppress generation of unburned gas components such as HCand CO. Caused by deterioration of a combustion state at a start of theengine, the generation of unburned gas components is the main cause ofdeterioration of emission at the start of the engine. Thus, it ispossible to reduce the total emission quantity during the time betweenthe start of the engine and the completion of the catalyst heating. As aresult, it is possible to assure a negative pressure of the brakebooster at an early time while reducing the exhaust emission at thestart of the engine at the same time.

In accordance with another aspect of the present invention, the ignitionretarding control can also be started after a predetermined time haslapsed since a start of the engine. In this case, a time it takes forthe negative pressure in the intake pipe (or the negative pressure ofthe brake booster) to decrease to a level equal to or lower than apredetermined value is measured in advance by simulation, an experimentor the like with the start of the engine used as a reference point. Themeasured time is used as the predetermined time. Thus, by commencing theignition retarding control after the predetermined time has lapsed sincea start of the engine, the objective can be achieved in a simpleconfiguration not employing a negative pressure recognizing means.

In accordance with a further aspect of the present invention, aretardation speed of the ignition timing is reduced till the negativepressure recognized by a negative pressure recognizing means decreasesto a level equal to or lower than a predetermined value and, after thenegative pressure has decreased to a level equal to or lower than thepredetermined value, the retardation speed of the ignition timing israised. In this case, during a period of time beginning from a start ofthe engine, the retardation speed of the ignition time is low, resultingin a small retardation quantity. Thus, the retardation of the ignitiontiming has only a small effect on the negative pressure in the intakepipe and, in addition, the state of combustion does not deteriorate sothat it is possible to lower the negative pressure in the intake pipe ina short period of time while reducing the quantity of a generatedunburned gas component. Then, after the negative pressure in the intakepipe (or the negative pressure of the brake booster) has decreased to alevel equal to or lower than the predetermined value, the retardationspeed of the ignition timing is raised so that it is possible toincrease the catalyst heating effect provided by the retardation of theignition timing. It is thus possible to assure a negative pressure ofthe brake booster at an early time while reducing the exhaust emissionat a start of the engine at the same time. In addition, since theignition retarding control is commenced from a start of the engine, aperiod of time from the start of the engine to completion of catalystheating can be shortened.

In accordance with a still further aspect of the present invention, aretardation speed of the ignition timing is reduced till a predeterminedtime lapses since a start of the engine and, after the predeterminedtime has lapsed, the retardation speed of the ignition timing is raised.

In accordance with a still further aspect of the present invention, theignition timing's retardation quantity and/or retardation speed are seton the basis of a negative pressure recognized by the negative pressurerecognizing means in the course of the ignition retarding control. Inthis way, it is possible to increase the temperature of exhausted gas byretarding the ignition timing as much as possible in a range allowing aproper value of the negative pressure of the brake booster to be assuredand, hence, shorten the time to heat the catalyst while assuring thenegative pressure of the brake booster at an early time and preventingthe state of combustion from worsening.

In accordance with a still further aspect of the present invention, theignition timing's retardation quantity and/or retardation speed are seton the basis of a sum of differences between negative pressuresrecognized by the negative pressure recognizing means and apredetermined value or a maximum value of the differences. With theignition timing's retardation quantity and/or retardation speed set inthis way, the negative pressure of the brake booster can be lowered to aproper negative pressure level in a short period of time by reducing theretardation quantity of the ignition timing and/or lowering theretardation speed of the ignition timing when the actual negativepressure of the brake booster is determined to be insufficient asindicated by a small sum of differences between negative pressuresrecognized by the negative pressure recognizing means and thepredetermined value or a small maximum value of the differences. On theother hand, a large sum of differences between negative pressuresrecognized by the negative pressure recognizing means and thepredetermined value or a large maximum value of the differencesindicates that the negative pressure in the intake pipe (or the negativepressure of the brake booster) is sufficiently low, leading to adetermination that a proper negative pressure of the brake booster canstill be assured even if the negative pressure in the intake pipeslightly rises so that the catalyst heating effect based on retardationof the ignition timing can be enhanced by increasing the retardationquantity of the ignition timing and/or raising the retardation speed ofthe ignition timing in a range that does not deteriorate thecombustibility.

In accordance with a still further aspect of the present invention, theignition timing's retardation quantity and/or retardation speed are seton the basis of a time lapsing since a start of the engine in the courseof ignition retarding control. In detail, operations desirable for anignition timing between a start of the engine and a heated state of thecatalyst, that is, the negative pressure in the intake pipe (or thenegative pressure of the brake booster), the temperature of the catalystand the like can be estimated in advance by simulation, by conducting anexperiment or by other means. Thus, from results of the estimation, itis possible to create table data, a formula or the like to represent arelation between a time lapsing since a start of the engine and aretardation quantity and/or a retardation speed, which are desirable forthe ignition timing, in advance. The table data is stored in a memory.Then, by setting the ignition timing's retardation quantity and/orretardation speed at values obtained from the stored table data or theformula in accordance with a time lapsing since an engine start at anactual start of the engine, desirable ignition retarding control can beexecuted. As a result, it is possible to assure a negative pressure ofthe brake booster at an early time while reducing the exhaust emissionat a start of the engine at the same time.

In accordance with a still further aspect of the present invention, acontrol range (guard values) of the retardation quantity of the ignitiontiming are changed in accordance with a negative pressure recognized bythe negative pressure recognizing means and/or a load borne by theinternal combustion engine in the course of the ignition retardingcontrol. An example of the load is a load to operate an auxiliaryapparatus such as an air conditioner. In this way, the retardationquantity of the ignition timing can be controlled to a desirable valuein accordance with the negative pressure in the intake pipe (or thenegative pressure of the brake booster) and/or a load borne by theinternal combustion engine. As a result, it is possible to assure anegative pressure of the brake booster at an early time while reducingthe exhaust emission at a start of the engine at the same time.

In accordance with a still further aspect of the present invention, theignition timing is further retarded when the engine is an idle operationstate and a negative pressure recognized by the negative pressurerecognizing means is lower than a predetermined value after apredetermined time has lapsed since a start of the engine. That is, inan idle operation state after a predetermined time has lapsed since astart of the engine, if the negative pressure in the intake pipe (or thenegative pressure of the brake booster) is sufficiently low so that aproper negative pressure of the brake booster can be assured even if thenegative pressure in the intake pipe slightly increases, the ignitiontiming is further retarded to further increase the temperature ofexhausted gas. Thus, the time required for heating the catalyst can beshortened while a proper negative pressure of the brake booster is beingassured.

In accordance with a still further aspect of the present invention, thenegative pressure recognizing means is a pressure sensor for detecting anegative pressure of the brake booster or a means for estimating anegative pressure of the brake booster on the basis of the internalcombustion engine's operating conditions such as the negative pressurein the intake pipe, the intake airflow, the engine speed, the gearposition, status of a brake switch and a brake operation count. Bydirectly detecting a negative pressure of the brake booster by means ofa pressure sensor, the negative pressure of the brake booster can bedetermined with a high degree of accuracy so that the control precisioncan be improved. In addition, by estimating a negative pressure of thebrake booster on the basis of the operating conditions of the internalcombustion engine, a negative pressure of the brake booster can beestimated from outputs of sensors and switches, which are generallyprovided for engine control so that it is not necessary to provide a newpressure sensor. As a result, a demand for a reduced cost can be met.

In order to achieve the objects of the present invention, in accordancewith a further aspect of the present invention, an internal combustionengine is provided with a control apparatus, which is provided with avariable intake valve timing mechanism for setting an intake valve'sposition relative to the crank shaft of the internal combustion engineat a variable value and used for controlling the closing position of theintake valve on the basis of a result of processing carried out on theclosing position of the intake valve in accordance with an operatingcondition of the internal combustion engine. The control apparatus has afirst advancing control means, which is used for advancing the closingposition of the intake valve on the basis of the operating state of abrake when the closing position of the intake valve is retarded behind acontrol position of a bottom dead center.

Normally, a negative pressure is expended only when the brake is used.Thus, by advancing the closing position of the intake valve, a flow backto the intake pipe can be suppressed to maintain a negative pressure inthe intake valve only when the negative pressure is expended. As aresult, a negative pressure can be introduced into the intake pipe onlywhen the negative pressure is necessary. Therefore, without providing apressure sensor in a brake tank, a negative pressure in the intake pipecan be sustained at a negative level only when the negative pressure isneeded in the intake pipe. It is thus possible to properly implementcontrol for retarding the closing position of the intake valve typicallyin order to suppress a pumping loss or improve combustion.

Normally, when an ignition timing control means retards the ignitiontiming in order to heat the catalyst at an early time, the torquegenerated by combustion inevitably decreases. At that time, an intakeairflow control means compensates the torque for its decrease byincreasing the intake airflow in order to maintain a target revolutionspeed. With the intake airflow increased, the pressure in the intakepipe approaches the atmospheric pressure. Thus, with the ignition timingretarded, the brake is applied and the negative pressure is thereforeexpended. When the brake is applied next with the negative pressureexpended, the driver needs to apply a large depressing force, whichcauses a feeling of incompatibility in the driver.

In accordance with a still further aspect of the present invention, aninternal combustion engine is provided with a valve timing controlapparatus, which is provided with a target revolution speed settingmeans for setting a target revolution speed of the internal combustionengine, an intake airflow control means for increasing an intake airflowby setting a throttle valve at a position on an opening side to controla revolution speed from a decreased value of the revolution speed to thetarget revolution speed, a catalyst converter provided on an exhaustpipe, an ignition timing control means for controlling an ignitiontiming in accordance with an operating condition of the internalcombustion engine, and a variable intake valve timing mechanism forsetting an intake valve's position relative to the crank shaft of theinternal combustion engine at a variable value and used for controllingthe closing position of the intake valve on the basis of a result ofprocessing carried out on the closing position of the intake valve inaccordance with an operating condition of the internal combustionengine. The ignition timing control means has a configuration includinga means, which is used for retarding the ignition timing from anignition timing set on the basis of a normal operating condition of theinternal combustion engine so that the catalyst converter is heated atan early time in a cold start of the internal combustion engine; and afirst advancing control means, which is used for advancing the closingposition of the intake valve on the basis of the operating status of abrake when the closing position of the intake valve is retarded behind acontrol position of a bottom dead center.

Thus, when the control to retard an ignition timing is executed, theposition of the intake valve is retarded on the basis of the operatingstatus of the brake. As a result, a flow back to the intake valve can besuppressed. Therefore, the pressure of the intake pipe can be made anegative pressure when it is necessary to introduce a negative pressureinto the brake tank so that the brake tank can be sustained at a propernegative pressure and it is also possible to properly implement controlfor retarding the closing position of the intake valve typically inorder to suppress a pumping loss or improve combustion even if thecatalyst is being heated at an early time.

BRIEF DESCRIPTION OF THE DRAWINGS

Features and advantages of embodiments will be appreciated, as well asmethods of operation and the function of the related parts, from a studyof the following detailed description, the appended claims, and thedrawings, all of which form a part of this application. In the drawings:

FIG. 1 is a diagram showing an entire engine control system of a firstembodiment of the present invention;

FIG. 2 is a flowchart showing the flow of processing of an ignitiontiming control program of the first embodiment;

FIG. 3 is a time chart of typical ignition retarding control of thefirst embodiment;

FIG. 4 is a flowchart showing the flow of processing of an ignitiontiming control program of a second embodiment;

FIG. 5 is a flowchart showing the flow of processing of an ignitiontiming control program of a third embodiment;

FIG. 6 is a time chart of typical ignition retarding control of thethird embodiment;

FIG. 7 is a flowchart showing the flow of processing of an ignitiontiming control program of a fourth embodiment;

FIG. 8 is a diagram conceptually showing a typical map for finding aretarding speed of the ignition timing for an intake pipe negativepressure Pm in the fourth embodiment;

FIG. 9 is a flowchart showing the flow of processing of an ignitiontiming control program of a fifth embodiment;

FIG. 10 is another flowchart showing the flow of processing of theignition timing control program of the fifth embodiment;

FIG. 11 is a time chart of typical ignition retarding control of thefifth embodiment;

FIG. 12 is a flowchart showing the flow of processing of the ignitiontiming control program of a sixth embodiment;

FIG. 13 is another flowchart showing the flow of processing of theignition timing control program of the sixth embodiment;

FIG. 14 is a time chart of typical ignition retarding control of thesixth embodiment;

FIG. 15 is a flowchart showing the flow of processing of the ignitiontiming control program of a seventh embodiment;

FIG. 16 is a time chart of typical ignition retarding control of theseventh embodiment;

FIG. 17 is a diagram conceptually showing a typical map for finding acorrection quantity of a target ignition timing for a difference ΔPmbetween an intake pipe negative pressure Pm and a predetermined valuekpm3 in the seventh embodiment;

FIG. 18 is a time chart of typical ignition retarding control of aneighth embodiment;

FIG. 19 is a diagram conceptually showing a typical map for finding acorrection quantity of a target ignition timing for a difference ΔPmbetween an intake pipe negative pressure Pm and a predetermined valuekpm3 in the eighth embodiment;

FIG. 20 is a flowchart showing the flow of processing of the ignitiontiming control program of a ninth embodiment;

FIG. 21 is a time chart of typical ignition retarding control of theninth embodiment;

FIG. 22 is a diagram conceptually showing a typical map for finding aretarding side guard value for an intake pipe negative pressure Pm inthe ninth embodiment;

FIG. 23 is a flowchart showing the flow of processing of the ignitiontiming control program of a tenth embodiment;

FIG. 24 a is time chart of typical ignition retarding control of thetenth embodiment;

FIG. 25 is a diagram showing the configuration of an eleventh embodimentof the present invention;

FIG. 26 is a diagram showing a main routine of the eleventh embodiment;

FIG. 27 is a flowchart representing air-fuel ratio control of theeleventh embodiment;

FIG. 28 is a flowchart representing ignition timing control of theeleventh embodiment;

FIG. 29 is a flowchart representing intake valve closing positioncontrol executed by the eleventh embodiment on the basis of the statusof the brake;

FIG. 30 is a flowchart representing air-fuel ratio control executed bythe eleventh embodiment beginning at an engine start;

FIG. 31 is a diagram showing a map used for finding a closing positionof an intake valve from a revolution speed and an intake pressure;

FIGS. 32A and 32B are diagrams each showing a map used for finding aclosing position of an intake valve from a pressure in an intake pipe;

FIGS. 33A and 33B are diagrams each showing a map used for finding aclosing position of the intake valve from a revolution speed;

FIGS. 34A and 34B are diagrams each showing a map used for setting aretardation quantity in accordance with an ignition timing;

FIGS. 35A to 35C are time charts each used for explaining the closingposition of the intake valve for an operating condition;

FIGS. 36A to 35F are time charts each used for explaining the eleventhembodiment;

FIG. 37 is a flowchart representing intake valve closing positioncontrol executed by a twelfth embodiment; and

FIG. 38 is a time chart of intake valve closing position controlexecuted by another embodiment.

PREFERRED EMBODIMENTS OF THE INVENTION

First Embodiment

A first embodiment of the present invention applied to a directinjection engine is described by referring to FIGS. 1 to 3 as follows.

The description begins with an explanation of the entire engine controlsystem's configuration, which is shown in FIG. 1. At the upper end ofthe upstream side of an intake pipe 12 employed in an engine 11 workingas an internal combustion engine, an air cleaner 13 is provided. On thedownstream of this air cleaner 13, an airflow meter 14 for detecting anintake airflow volume is provided. On the downstream side of the airflowmeter 14, there are provided a throttle valve 15 driven by an actuatorsuch as a motor 10 and a throttle angle sensor 16 for detecting athrottle angle.

On the downstream side of the throttle valve 15, a surge tank 17 isprovided. On the surge tank 17, there is provided an intake pressuresensor 18 (negative pressure recognizing means) for detecting a negativepressure of an intake pipe 12 (intake pressure). In addition, on thesurge tank 17, an intake manifold 19 for introducing intake air intoeach cylinder of the engine 11 is provided. On the top of each cylinder,a fuel injection valve 20 for injecting fuel directly into the cylinderis provided. On the cylinder heads of the engine 11, an ignition plug 21is provided for each cylinder. Ignition discharge of an ignition plug 21ignites mixed gases in the cylinder associated with the ignition plug21. On a cylinder block of the engine 11, a cooling water temperaturesensor 22 for detecting a temperature of cooling water and a crank anglesensor 23 for detecting an engine speed are provided.

The surge tank 17 is connected to a brake booster 26 through a negativepressure introduction pipe 25, which has a check valve 24, so that anegative pressure in the intake pipe 12 is introduced into the brakebooster 26 by way of the negative pressure introduction pipe 25. With abrake pedal 27 not depressed, the negative pressure of the intake pipe12 is introduced into pressure chambers on both sides of a diaphragm inthe brake booster 26. In this state, the brake booster 26 does not work.When the brake pedal 27 is depressed, on the other hand, external air isintroduced into the pressure chamber on the atmosphere side of thediaphragm so that a difference between the pressure inside the intakepipe and the atmospheric pressure is developed between both the sides ofthe diaphragm. The difference in pressure amplifies the force depressingthe brake pedal 27. On the brake pedal 27, there is provided a brakeswitch 29 for detecting existence/nonexistence of depression of thebrake pedal 27, that is, a braking operation carried out on the brakepedal 27.

On an exhaust pipe 30 of the engine 11, on the other hand, there isprovided a catalyst 31 such as a three-way catalyst for cleaningexhausted gas. On the upstream side of the catalyst 31, an air-fuelratio sensor 32 (or an oxygen sensor) for detecting an air-fuel ratio(or a rich/lean state) of the exhausted gas is provided.

Signals output by the sensors and the switches are supplied to an enginecontrol circuit (abbreviated hereafter to ECU) 33. This ECU 33 is basedon a microcomputer for controlling an ignition timing by execution of anignition timing control program, which is shown in FIG. 2 and stored inadvance in a recording medium such as a ROM. In addition, the ECU 33also controls a fuel injection quantity, a throttle angle (or an intakeairflow volume), an idle state revolution speed (or an idle state intakeairflow volume) and other quantities by execution of a fuel injectioncontrol program, a throttle control program, an idle state revolutioncontrol program and other programs respectively. The fuel injectioncontrol program, the throttle control program, the idle state revolutioncontrol program and the other programs are shown in none of the figures.

The ignition timing control program shown in FIG. 2 is characterized inthat, in control to retard ignition in order to heat the catalyst at anearly time, as shown in FIG. 3, during a predetermined period kt1beginning at a start of the engine, the ignition timing is sustained atan initial value instead of being retarded and, after the predeterminedperiod kt1 beginning at a start of the engine, control to retardignition is commenced. The predetermined period kt1 is a period, whichbegins at a start of the engine and ends when the intake pipe negativepressure Pm (or the negative pressure of the brake booster) decreases toa predetermined value kpm1. That is, the predetermined period kt1 beginsat a start of the engine and ends when a state, in which a propernegative pressure of the brake booster can be assured, is attained. Thepredetermined period kt1 is found by simulation, by conducting anexperiment or by other means and stored in the ROM employed in the ECU30 in advance.

The ignition timing control program shown in FIG. 2 is executedrepeatedly at predetermined time intervals or predetermined crank anglesto perform the role as an ignition retarding control means described ina claim. The execution of this program begins with a first step 101 todetermine whether an ignition switch IG has just been turned on. If theignition switch IG has just been turned on, the flow of the routine goeson to a step 102 at which the ignition timing IGt is set at an initialvalue.

Then, at the next step 103, the engine speed is examined to determinewhether the speed has exceeded a complete explosion value in order todetermine whether the start of the engine has been completed. If thestart of the engine has not been completed, the flow of the routine goeson to a step 108 at which the ignition timing is sustained at animmediately preceding ignition timing, which is the initial value inthis case.

If the start of the engine has just been completed, on the other hand,the flow of the routine goes on from the step 103 to a step 104 todetermine whether conditions for execution of the ignition retardingcontrol to heat the catalyst 31 at an early time are satisfied. Examplesof the execution conditions are:

(1) The catalyst 31 has not been activated.

(2) The speed of the car does not exceed a predetermined value (or theengine is in an idle operation state).

(3) The shift position of an automatic transmission is a neutral orparking position.

If these conditions are all satisfied, the conditions for execution ofthe ignition retarding control are determined to be satisfied. If evenone of these conditions is not satisfied, on the other hand, theconditions for execution of the ignition retarding control aredetermined to be not satisfied. It should be noted that either ofconditions (2) and (3) can be eliminated from the conditions forexecution of the ignition retarding control. On the other hand, anothercondition can of course be added. Determination as to whether thecatalyst 31 has been activated is based on information havingcorrelation with the temperature of the catalyst 31 to a certain degree.Examples of such information are a lapsing time since a start of theengine, an increase in cooling water temperature after a start of theengine, a computed value of the fuel injection quantity after a start ofthe engine and the temperature of exhausted gas. Of course, thetemperature of the catalyst 31 can also be detected directly by means ofa temperature sensor.

If a determination result obtained at the step 104 indicates that theconditions for execution of the ignition retarding control are notsatisfied, the flow of the routine goes on to a step 109 at which theignition retarding control is executed. If a determination resultobtained at the step 104 indicates that the conditions for execution ofthe ignition retarding control are satisfied, on the other hand, theflow of the routine goes on to a step 105 to determine whether a poststart lapsing time kt has reached a predetermined time kt1 If the poststart lapsing time kt has not reached the predetermined time kt1, theflow of the routine goes on to a step 108 at which the ignition timingis sustained at an immediately preceding ignition timing, which is theinitial value in this case. Thus, the ignition timing is sustained at animmediately preceding ignition timing instead of being retarded till thepost start lapsing time kt reaches the predetermined time kt1.

If the post start lapsing time kt has reached the predetermined timekt1, on the other hand, the flow of the routine goes on to a step 106 todetermine whether the present ignition timing IGt is advanced ahead of atarget ignition timing IGtg. If the present ignition timing IGt isadvanced ahead of the target ignition timing IGtg, the flow of theroutine goes on to a step 107 at which the present ignition timing IGtis retarded by a predetermined quantity kdel. Thus, after the control toretard ignition is started, the present ignition timing IGtg is retardedby the predetermined quantity kdel at intervals equal to the executionperiod of this program till the present ignition timing IGt attains thetarget ignition timing IGtg.

Then, after the present ignition timing IGt attains the target ignitiontiming IGtg, the determination result obtained at the step 106 is No. Inthis case, the flow of the routine goes on to the step 108 at which theignition timing is sustained at an immediately preceding ignitiontiming, which is the initial value in this case.

Thereafter, when the temperature of the catalyst 31 increases, enteringan active temperature range, that is, when any one of the conditions forexecution of the ignition retarding control is no longer satisfied, theconditions for execution of the ignition retarding control aredetermined to be unsatisfied at the step S104. In this case, the flow ofthe routine goes on to a step 109 at which the control to retardignition is finished and a transition to normal ignition control ismade.

In general, a period of time beginning at a start of the engine andending at a time the intake pipe negative pressure Pm or the negativepressure of the brake booster reaches a predetermined value kpm1 is allbut fixed and hardly changes much.

Paying attention to this point, in the first embodiment, we decide tomeasure the period of time beginning at a start of the engine and endingat a time the intake pipe negative pressure Pm reaches a predeterminedvalue kpm1 by simulation, by conducting an experiment or by other means.The measured period of time is then stored in advance in the ROMemployed in the ECU 30 as a predetermined time kt1. Then, during thepredetermined time kt1 beginning at a start of the engine, the ignitiontiming is sustained at an initial value instead of being retarded. Asthe predetermined time kt1 beginning at a start of the engine lapses,the control to retard ignition is commenced. When the combustionstability is poor at a start of the engine, the ignition timing is setat the initial value, which is an ignition timing for improving thestate of combustion, instead of being retarded. Thus, it is possible toreduce the intake pipe negative pressure Pm within a short period oftime while lessening generation of unburned gas components such as HCand CO. As a result, as the intake pipe negative pressure Pm decreasesto a level equal to or lower than a predetermined value kpm1, thecontrol to retard ignition is started. The predetermined value is anegative pressure at which a proper negative pressure of the brakebooster can be assured. When the control to retard ignition is started,the ignition timing is retarded to increase the temperature of exhaustedgas. As a result, the heating of the catalyst 31 is promoted to increasethe temperature of the catalyst 31 at an early time to a value in theactive temperature range. In this embodiment, it is possible to earlyobtain a negative voltage Vp supplied to the brake booster as shown inFIG. 3.

In this configuration, after a start of the engine, it is not until astate allowing a proper negative pressure of the brake booster to beassured that the control to retard ignition is commenced. Thus, incomparison with the conventional control system whereby the control toretard ignition is commenced at a start of the engine, the period oftime between the start of the engine and the completion of heating ofthe catalyst 31 may become slightly longer but, by delaying the starttiming of the control to retard ignition, it is possible to suppressgeneration of unburned gas components such as HC and CO, which are amain cause of deterioration of emission at the start of the engine, dueto deterioration of a combustion state at the start of the engine. It isthus possible to reduce a total amount of emission generated between thestart of the engine and the completion of heating of the catalyst 31. Asa result, it is possible to assure a sufficient negative pressure of thebrake booster at an early time while reducing the exhaust emission at astart of the engine at the same time.

Second Embodiment

In the case of the first embodiment, a timing of a state in which aproper negative pressure of the brake booster can be assured after astart of the engine is confirmed when a predetermined time lapses sincethe start of the engine. Such a timing is taken as a timing to start thecontrol of retarding ignition. In the case of a second embodiment shownin FIG. 4, on the other hand, at a step 105 a, an intake pipe negativepressure Pm detected by an intake pipe negative pressure sensor 18 isexamined to determine whether the pressure Pm has decreased to apredetermined value kpm1 or a lower value. The predetermined value kpm1is an intake pipe negative pressure at which a proper negative pressureof the brake booster can be assured. During a period between a start ofthe engine and a time the intake pipe negative pressure Pm decreases tothe predetermined value kpm1 or a lower value, the ignition timing issustained at an initial value instead of being retarded and, as theintake pipe negative pressure Pm decreases to the predetermined valuekpm1 or a lower value, the control to retard ignition is started. Therest of the processing is the same as the first embodiment.

In the case of the second embodiment, the start timing of the control toretard ignition is determined by an intake pipe negative pressure Pmdetected by the intake pipe negative pressure sensor 18. Thus, it is notuntil verification of the fact that the intake pipe negative pressure Pmhas decreased to the predetermined value kpm1 or a smaller one that thecontrol to retard ignition is started. As a result, the negativepressure of the brake booster can be assured at an early time with ahigher degree of reliability.

It should be noted that, in a system provided with a pressure sensor fordetecting a negative pressure of the brake booster 26, in place of theintake pipe negative pressure Pm, a brake booster negative pressuredetected by a pressure sensor is examined to determine whether thepressure has decreased to the predetermined value kpm1 or a smaller onein order to determine whether to start the control to retard ignition.

In addition, also in a system provided with a pressure sensor fordetecting a negative pressure of the brake booster 26, a negativepressure of the brake booster 26 is estimated from the engine'soperating conditions such as the negative pressure in the intake pipe,the intake airflow volume, the engine speed, the gear position, statusof the brake switch and the brake operation count. The estimatednegative pressure of the brake booster 26 is examined to determinewhether the pressure has decreased to the predetermined value kpm1 or asmaller one in order to determine whether to start the control to retardignition.

Third Embodiment

In the first and second embodiments, during a period between a start ofthe engine and a state in which a proper negative pressure of the brakebooster can be sustained, the ignition timing is sustained at an initialvalue instead of being retarded. In the case of a third embodiment shownin FIGS. 5 and 6, on the other hand, during a predetermined period kt2beginning at a start of the engine, the retardation speed of theignition timing is lowered and, after the period, the retardation speedis increased. The period is a time it takes to lower the intake pipenegative pressure Pm to a predetermined value kpm1.

In the actual processing, at a step 103 of a flowchart shown in FIG. 5,completion of an engine start is confirmed. If the completion isconfirmed, the flow of the routine goes on to a step 104 to determinewhether the conditions for execution of the ignition retarding controlto heat the catalyst at an early time are satisfied. If the conditionsare satisfied, the flow of the routine goes on to a step 105 b todetermine whether a predetermined time kt2 has lapsed since the start ofthe engine or whether the intake pipe negative pressure Pm has decreasedto a level equal to or lower than a predetermined value kpm1. If thepredetermined time kt2 has not lapsed since the start of the engine,that is, if the intake pipe negative pressure Pm has not decreased to alevel equal to or lower than the predetermined value kpm1, the flow ofthe routine goes on to a step 110 at which the ignition timing isdelayed by a first predetermined quantity kdel1. The first predeterminedquantity kdel1 is set at a value smaller than a second predeterminedquantity kdel2 to be described later. Thus, during the predeterminedperiod kt2 beginning at a start of the engine or during the period kt2beginning at a start of the engine and ending at a time the intake pipenegative pressure Pm decreases to a level equal to or lower than thepredetermined value kpm1, the retardation speed of the ignition timingis reduced.

Thereafter, as the predetermined time kt2 lapses since the start of theengine or the intake pipe negative pressure Pm decreases to a levelequal to or lower than the predetermined value kpm1, the flow of theroutine goes on to a step 106 to determine whether the present ignitiontiming is advanced ahead of a target ignition timing (present ignitiontiming>target ignition timing). If the present ignition timing isadvanced ahead of the target ignition timing, the flow of the routinegoes on to a step 107 a at which the ignition timing is delayed by asecond predetermined quantity kdel2. The second predetermined quantitykdel2 is set at a value greater than the first predetermined quantitykdel1. Thus, during the predetermined period kt2 beginning at a start ofthe engine or during the period kt2 beginning at a start of the engineand ending at a time the intake pipe negative pressure Pm decreases to alevel equal to or lower than the predetermined value kpm1, theretardation speed of the ignition timing is increased so that theignition timing is retarded to the target ignition timing in a shortperiod of time. The rest of the processing is the same as the firstembodiment.

In the case of the third embodiment described above, the control toretard ignition is commenced from a start of the engine. During thepredetermined period kt2 beginning at a start of the engine or duringthe period kt2 beginning at a start of the engine and ending at a timethe intake pipe negative pressure Pm decreases to a level equal to orlower than the predetermined value kpm1, however, the retardation speedof the ignition timing is low, resulting in a small retardationquantity. The retardation of the ignition timing has only a small effecton the intake pipe negative pressure Pm so that reduction of the intakepipe negative pressure Pm is not much delayed and, in addition, thestate of combustion does not deteriorate. For this reason, during thepredetermined period kt2 beginning at a start of the engine or duringthe period kt2 beginning at a start of the engine and ending at a timethe intake pipe negative pressure Pm decreases to a level equal to orlower than the predetermined value kpm1, it is it is possible to lowerthe intake pressure Pm in a short period of time while lesseninggeneration of unburned gas components. Then, after the predeterminedperiod kt2 beginning at a start of the engine or after the period kt2beginning at a start of the engine and ending at a time the intake pipenegative pressure Pm decreases to a level equal to or lower than thepredetermined value kpm1, the retardation speed of the ignition timingincreases so that the effect of the early catalyst heating byretardation of the ignition timing can be enhanced. Thus, thetemperature of the catalyst 31 is increased to a value in an activetemperature range at an early time so that it is possible to assure asufficient negative pressure of the brake booster at an early time whilereducing the exhaust emission at a start of the engine at the same time.In addition, in the case of the third embodiment, since the control toretard ignition is commenced at a start of the engine, there is offereda merit that a period of time between the start of the engine andcompletion of the heating of the catalyst 31 can be shortened incomparison with the first and second embodiments. FIG. 6 is a diagramshowing typical control executed by the third embodiment.

It should be noted that, when the retardation speed of the ignitiontiming is changed over on the basis of a determination result indicatingwhether or not the intake pipe negative pressure Pm has decreased to alevel equal to or lower than the predetermined value kpm1, a detected orestimated value of the brake booster's negative pressure can also beused as a substitute for the intake pipe negative pressure Pm.

Fourth Embodiment

In the case of a fourth embodiment shown in FIGS. 7 and 8, in executionof the ignition retarding control to heat the catalyst at an early time,a retardation speed of the ignition timing is found for the intake pipenegative pressure Pm detected by the intake pipe negative pressuresensor 18. The retardation speed is found from a map shown in FIG. 8. Aretardation speed is defined as a retardation quantity kdel perprocessing period. The map shown in FIG. 8 is characterized in that, thehigher the intake pipe negative pressure Pm, that is, the closer theintake pipe negative pressure Pm to the atmospheric pressure, the lowerthe retardation speed of the ignition timing, that is, the smaller theretardation quantity kdel per processing period. Thus, for a high intakepipe negative pressure Pm at a start of the engine, the retardationspeed of the ignition timing is reduced. Thereafter, when the intakepipe negative pressure Pm decreases, the retardation speed of theignition timing is increased gradually.

The ignition retarding control of the fourth embodiment described aboveis implemented by execution of an ignition timing control program shownin FIG. 7. The program shown in FIG. 7 is obtained by eliminating thestep 105 of the program shown in FIG. 2 and adding a step 111 betweenthe steps 106 and 107. The processing of the remaining steps is the sameas the program shown in FIG. 2.

In the program shown in FIG. 7, at a step 103, completion of an enginestart is confirmed. If the completion is confirmed, the flow of theroutine goes on to a step 104 to determine whether the conditions forexecution of the ignition retarding control to heat the catalyst at anearly time are satisfied. If the conditions are satisfied, the flow ofthe routine goes on to a step 106 to determine whether the presentignition timing is advanced ahead of a target ignition timing (presentignition timing>target ignition timing). If the present ignition timingis advanced ahead of the target ignition timing, the flow of the routinegoes on to a step 111 at which a retardation speed for the intake pipenegative pressure Pm detected by the intake pipe negative pressuresensor 18 is found from the map shown in FIG. 8. As described above, theretardation speed is defined as a retardation quantity kdel perprocessing period. Then, at the next step 107, the ignition timing isdelayed by the retardation quantity kdel found at the step 111.

In this way, during the control to retard ignition, the retardationspeed of the ignition timing is set at a value according to the intakepipe negative pressure Pm and, after the ignition timing reaches atarget ignition timing, a determination result of NO is obtained at thestep 106, causing the flow of the routine to go on to a step 108 atwhich the ignition timing is sustained at an immediately precedingignition timing, which is the initial value in this case. The processingcarried out at the other steps is the same as the program shown in FIG.2.

In the fourth embodiment described above, the control to retard ignitionis commenced at a start of the engine as is the case with the thirdembodiment. Till the intake pipe negative pressure Pm decreases to acertain degree, however, the retardation speed of the ignition timing islow, resulting in a small retardation quantity. Thus, the reduction ofthe intake pipe negative pressure Pm is not much delayed and, inaddition, the state of combustion does not deteriorate. As a result,till the intake pipe negative pressure Pm approaches a proper value, itis possible to reduce the intake pipe negative pressure Pm (or thenegative pressure of the brake booster) in a short period of time whilelessening generation of unburned gas components. Then, as the intakepipe negative pressure Pm decreases, the retardation speed of theignition timing is set at a gradually decreasing value in accordancewith the map shown in FIG. 8. Thus, at about a time the intake pipenegative pressure Pm (or the negative pressure of the brake booster)approaches the proper value, the retardation speed of the ignitiontiming has been raised considerably. Thereby, the effect of the catalystheating by retardation of the ignition timing can be enhanced so thatthe temperature of the catalyst 31 is increased to a value in an activetemperature range at an early time. As a result, it is possible toassure a negative pressure of the brake booster at an early time whilereducing the exhaust emission at the start of the engine at the sametime. In addition, in the case of the fourth embodiment, the control toretard ignition is commenced at a start of the engine so that a periodof time from the start of the engine to completion of a process to heatcatalyst 31 can be shortened in comparison with the first and secondembodiments.

In the case of the fourth embodiment, during the control to retardignition, the retardation speed of the ignition timing is set at a valueaccording to the intake pipe negative pressure Pm. It should be noted,however, that the retardation speed of the ignition timing can also beset at a value according to a detected or estimated value of thenegative pressure of the brake booster.

In addition, the retardation quantity of the ignition timing, that is,the target ignition timing, can also be set at a value according to theintake pipe negative pressure Pm (or the negative pressure of the brakebooster) during the control to retard ignition. Of course, the ignitiontiming's both retardation speed and retardation quantity can also be setin accordance with the intake pipe negative pressure Pm (or the negativepressure of the brake booster).

As an alternative, the ignition timing's retardation speed andretardation quantity can also be set at values both based on a timelapsing since a start of the engine in the course of control to retardignition. That is, operations desirable for an ignition timing between astart of the engine and a heated state of the catalyst 31, the negativepressure Pm in the intake pipe (or the negative pressure of the brakebooster), the temperature of the catalyst and the like can be estimatedin advance by simulation, by conducting an experiment or by other means.Thus, from results of the estimation, it is possible to create tabledata, a formula or the like to represent a relation between a timelapsing since a start of the engine and a retardation quantity and/or aretardation speed, which are desirable for the ignition timing, inadvance. The table data is stored in the ROM employed in the ECU 33.Then, by setting the ignition timing's retardation quantity and/orretardation speed at values obtained from the stored table data or theformula in accordance with a time lapsing since an engine start at anactual start of the engine, desirable ignition retarding control can beexecuted. As a result, it is possible to assure a negative pressure ofthe brake booster at an early time while reducing the exhaust emissionat a start of the engine at the same time.

Fifth Embodiment

In the case of a fifth embodiment shown in FIGS. 9 to 11, a retardationquantity of the ignition timing, that is, a target ignition timing, isset at a value based on a sum ΣΔPm of differences ΔPm between intakepipe negative pressures Pm detected by the intake pipe negative pressuresensor 18 and a predetermined value kpm3. The predetermined value kpm3is typically an intake pipe negative pressure Pm required for assuring aproper negative pressure of the brake booster or a value close to suchan intake pipe negative pressure Pm.

In the case of the fifth embodiment, the control to retard ignition iscommenced at a start of the engine with the target ignition timing IGtgset at a base value BASE and the ignition timing is retarded by apredetermined quantity kdel1 at a time at predetermined intervals so asto approach the target ignition timing (the base value) as shown in FIG.11. Then, during a predetermined period kt3 beginning at the start ofthe engine, the differences ΔPm between intake pipe negative pressuresPm and the predetermined value kpm3 are summed up at predeterminedintervals. It should be noted that the sum is found only for Pm≦kpm3.

Thereafter, at a point of time the predetermined period kt3 lapses sincethe start of the engine, the sum ΣΔPm of differences ΔPm between intakepipe negative pressures Pm and the predetermined value kpm3 is examinedto determine whether the sum does not exceed a predetermined value ΔPm1.If the sum does not exceed a predetermined value ΔPm1, a sufficientnegative pressure of the brake booster is determined to have not beenassured. In this case, the ignition timing is corrected by advancing theignition timing by an advancing correction quantity (Target ignitiontiming=Base value+Advancing correction quantity). Thereafter, theignition timing is advanced by a predetermined quantity kdel2 at a timeat predetermined intervals so as to approach the target ignition timingobtained as a result of the advancing correction. Thus, by lowering theintake pipe negative pressure Pm, a proper negative pressure of thebrake booster can be assured in a short period of time.

The ignition timing control executed by the fifth embodiment describedabove is implemented by execution of an ignition timing control programshown in FIGS. 9 and 10. The ignition timing control program is executedrepeatedly at predetermined time intervals or predetermined crankangles. The program begins with a step 201 to determine whether anignition switch shown in none of the figures has just been turned on. Ifthe ignition switch has just been turned on, the flow of the routinegoes on to a step 202 at which the ignition timing is set at an initialvalue. Then, at the next step 203, the target ignition timing is set ata base value.

Subsequently, the flow of the routine goes on to a step 204 to determinewhether the start of the engine has been completed. If the start of theengine has not been completed, the flow of the routine goes on to a step205 at which the ignition timing is set at an immediately precedingignition timing, which is the initial value in this case.

Thereafter, at a point time the start of the engine is completed, theflow of the routine goes on from the step 204 to a step 206 to determinewhether conditions for execution of the ignition retarding control toheat the catalyst 31 at an early time are satisfied by adopting the sametechnique as the step 104 of the flowchart shown in FIG. 2. If theconditions for execution of the ignition retarding control to heat thecatalyst 31 at an early time are not satisfied, the flow of the routinegoes on to a step 207 at which the normal ignition timing control isexecuted.

If a determination result produced at the step 206 indicates that theconditions for execution of the ignition retarding control to heat thecatalyst 31 at an early time are satisfied, on the other hand, the flowof the routine goes on to a step 208 to determine whether a time lapsingsince the start of the engine has not exceeded a predetermined time kt3.If the time lapsing since the start of the engine has not exceeded thepredetermined time kt3, the flow of the routine goes on to a step 209 todetermine whether an intake pipe negative pressure Pm detected by theintake pipe negative pressure sensor 18 is equal to or lower than apredetermined value kpm3, which allows a proper negative pressure of thebrake booster to be assured. If a determination result produced at thestep 209 indicates that the intake pipe negative pressure Pm detected bythe intake pipe negative pressure sensor 18 is equal to or lower thanthe predetermined value kpm3, the flow of the routine goes on to a step210 to compute a sum ΣΔPm of differences ΔPm between the present intakepipe negative pressures Pm and the predetermined value kpm3 up to theimmediately preceding difference ΔPm.

Thereafter, the flow of the routine goes on to a step 211 to determinewhether the present ignition timing is advanced ahead of a targetignition timing, that is, a base value (ignition timing>target ignitiontiming). If the present ignition timing is advanced ahead of the targetignition timing, the flow of the routine goes on to a step 212 at whichthe ignition timing is retarded by a predetermined quantity kdel1. Inthis way, the ignition timing is retarded by a predetermined quantitykdel1 each time this program is executed till the ignition timingreaches the target ignition timing.

Then, after the ignition timing reaches the target ignition timing, thedetermination result produced at the step 211 is NO, causing the flow ofthe routine to go on to a step 205 at which the ignition timing issustained at the immediately preceding ignition timing, which is thetarget ignition timing in this case.

Thereafter, at a point of time the time lapsing since the start of theengine reaches the predetermined time kt3, a determination resultproduced at the step 208 is NO, causing the flow of the routine to go onto a step 213 of the flowchart shown in FIG. 10 to determine whether thesum ΣΔPm of differences ΔPm between intake pipe negative pressures Pmand the predetermined value kpm3 does not exceed a predetermined valueΔPm1. If a determination result produced at the step 213 indicates thatthe sum ΣΔPm does not exceed the predetermined value ΔPm1, the flow ofthe routine goes on to a step 214 to determine whether the targetignition timing has been corrected by being advanced. If the targetignition timing has been corrected by being advanced, the flow of theroutine goes on to a step 215 at which the target ignition timing iscorrected by being advanced by an advancing correction quantity (Targetignition timing=Base value+Advancing correction quantity). The advancingcorrection quantity can be set at a constant in order to make theprocessing simple or can be a variable found by using a map or a formulafrom the sum ΣΔPm.

It should be noted that, if the target ignition timing was corrected bybeing advanced at the step 215 of an immediately preceding execution ofthis program, the determination result produced at the step 214 of thecurrent execution of the program will be YES. In this case, theprocessing supposed to be carried out at the step 215 to correct thetarget ignition timing is skipped.

Thereafter, the flow of the routine goes on to a step 216 to determinewhether the present ignition timing obtained as a result of theadvancing correction is retarded behind the target ignition timing(Ignition timing<Target ignition timing). If the present ignition timingis retarded behind the target ignition timing, the flow of the routinegoes on to a step 217 at which the ignition timing is advanced by apredetermined quantity kdel2. In this way, the ignition timing isadvanced by a predetermined quantity kdel2 each time this program isexecuted till the ignition timing reaches the target ignition timingobtained as a result of the advancing correction.

Then, after the ignition timing reaches the target ignition timingobtained as a result of the advancing correction, the determinationresult produced at the step 216 is NO, causing the flow of the routineto go on to a step 218 at which the ignition timing is sustained at theimmediately preceding ignition timing, which is the target ignitiontiming obtained as a result of the advancing correction.

It should be noted that, if the determination result produced at thestep 213 indicates that the sum ΣΔPm of differences ΔPm between intakepipe negative pressures Pm and the predetermined value kpm3 has exceededthe predetermined value ΔPml, on the other hand, a proper negativepressure of the brake booster is determined to have been assured. Inthis case, the target ignition timing is not subjected to advancingcorrection. Instead, the processing of the step 211 and the subsequentsteps is carried out to control the ignition timing to the targetignition timing (or the base value).

In the case of the fifth embodiment described above, for a small sumΣΔPm of differences ΔPm between intake pipe negative pressures Pm andthe predetermined value kpm3, a proper negative pressure of the brakebooster is determined to be not assured sufficiently. In this case,since the ignition timing is corrected by being advanced, the intakepipe negative pressure Pm is reduced in a short period of time so as toassure a proper negative pressure of the brake booster with a highdegree of reliability.

It should be noted that, in the case of a large sum ΣΔPm of differencesΔPm between intake pipe negative pressures Pm and the predeterminedvalue kpm3, on the other hand, a proper negative pressure of the brakebooster is determined to have been assured sufficiently. In this case,the ignition timing can be corrected by being retarded to a value in arange that does not deteriorate the state of combustion. Accordingly,the effect of the catalyst heating by retardation of the ignition timingcan be enhanced and a time it takes to heat the catalyst can beshortened.

In addition, in place of the sum ΣΔPm of differences ΔPm between intakepipe negative pressures Pm and the predetermined value kpm3, a maximumvalue of the differences ΔPm between intake pipe negative pressures Pmand the predetermined value kpm3 is recognized instead and theretardation quantity of the ignition timing (that is, the targetignition timing) can then be set on the basis of the maximum value ofthe differences ΔPm.

Furthermore, in place of the sum ΣΔPm of differences ΔPm between intakepipe negative pressures Pm and the predetermined value kpm3, a sum ofdifferences between the negative pressures of the brake booster and apredetermined value can also be used. In this case, the negativepressure of the brake booster can be a detected or estimated value.Moreover, the retardation speed can also be changed in accordance withthe sum.

Sixth Embodiment

In the case of a sixth embodiment of the present invention shown inFIGS. 12 to 14, a sum ΣΔPm of differences ΔPm between intake pipenegative pressures Pm detected by the intake pipe negative pressuresensor 18 and a predetermined value kpm3 is found and the sum ΣΔPmobtained so far is compared with a predetermined value ΔPm2 atpredetermined determination timings t1, t2 and t3. If the sum ΣΔPm≧thepredetermined value ΔPm2, a negative pressure Vp of the brake booster isdetermined to have been assured sufficiently. In this case, the ignitiontiming is corrected by being retarded. If the sum ΣΔPm<the predeterminedvalue ΔPm2, on the other hand, a negative pressure Vp of the brakebooster is determined to have not been assured sufficiently. In thiscase, the ignition timing is corrected by being advanced. Thedetermination timings t1, t2 and t3 can each be a timing with which theintake pipe negative pressure Pm crosses the predetermined value kpm3 orcan be timings taken at predetermined intervals.

In an example shown in FIG. 14, with the first determination timing t1,a sumΣΔPm1 is compared with the predetermined value and, with the seconddetermination timing t2, (ΣΔPm1+ΣΔPm2) is compared with thepredetermined value. By the same token, with the third determinationtiming t3, (ΣΔPm1+ΣΔPm2+ΣΔPm3) is compared with the predetermined value.As a result, with the first determination timing t1, the target ignitiontiming is subjected to advancing correction but, with the seconddetermination timing t2, the target ignition timing is subjected toretarding correction. With the third determination timing t3, the targetignition timing is again subjected to advancing correction.

The ignition timing control executed by the sixth embodiment describedabove is implemented by execution of an ignition timing control programshown in FIGS. 12 and 13. The ignition timing control program isexecuted repeatedly at predetermined time intervals or predeterminedcrank angles. The program begins with a step 301 to determine whether anignition switch, shown in none of the figures has just been turned on.If the ignition switch has just been turned on, the flow of the routinegoes on to a step 302 at which the ignition timing is set at an initialvalue. Then, at the next step 303, the target ignition timing is set ata base value. Subsequently, the flow of the routine goes on to a step304 to determine whether the start of the engine has been completed. Ifthe start of the engine has not been completed, the flow of the routinegoes on to a step 305 at which the ignition timing is set at animmediately preceding ignition timing, which is the initial value inthis case.

Thereafter, at a point time the start of the engine is completed, theflow of the routine goes on from the step 304 to a step 306 to determinewhether conditions for execution of the ignition retarding control toheat the catalyst 31 at an early time are satisfied by adopting the sametechnique as the step 104 of the flowchart shown in FIG. 2. If theconditions for execution of the ignition retarding control to heat thecatalyst 31 at an early time are not satisfied, the flow of the routinegoes on to a step 307 at which the normal ignition timing control isexecuted.

If a determination result produced at the step 306 indicates that theconditions for execution of the ignition retarding control to heat thecatalyst 31 at an early time are satisfied, on the other hand, the flowof the routine goes on to a step 308 of a flowchart shown in FIG. 13 todetermine whether an intake pipe negative pressure Pm has decreased to alevel equal to or lower than a predetermined value kpm3 since the startof the engine. Then, until the intake pipe negative pressure Pmdecreases to a level equal to or lower than a predetermined value kpm3since the start of the engine, the ignition timing is retarded toward atarget ignition timing (a base value) by carrying out pieces ofprocessing of steps 317, 319 and 321.

As the intake pipe negative pressure Pm decreases to a level equal to orlower than a predetermined value kpm3 since the start of the engine, theflow of the routine goes on from the step 308 to a step 309 to compute asum ΣΔPm of differences ΔPm between intake pipe negative pressures Pmand a predetermined value kpm3. Then, the flow of the routine goes on toa step 310 to determine whether the present time coincides with adetermination timing. If the present time coincides with a determinationtiming, the flow of the routine goes on to a step 311 to determinewhether the sum ΣΔPm of differences ΔPm between intake pipe negativepressures Pm and the predetermined value kpm3 is at least equal to apredetermined value ΔPm2. If the determination result indicates that thesum ΣΔPm is at least equal to a predetermined value ΔPm2, a negativepressure of the brake booster is determined to have been assuredsufficiently. In this case, the flow of the routine goes on to a step313 at which the target ignition timing is corrected by being retardedby a predetermined retarding correction quantity. The retardingcorrection quantity can be set at a constant in order to make theprocessing simple or can be a variable found by using a map or a formulafrom the sum ΣΔPm.

At the next step 315, a retardation flag Fr is set at 1 to indicate thatthe retarding correction of the target ignition timing has beencompleted. Then, the ignition timing is retarded by a predeterminedquantity kdel1 by carrying out the pieces of processing of the steps 317and 319.

After the retarding correction of the target ignition timing, thedetermination result produced at the step 310 is NO till the nextdetermination timing. With a determination result of NO, the flow of theroutine goes on to a step 312 to determine whether the retardation flagFr is set at 1 to indicate that the retarding correction of the targetignition timing has been completed. If the retardation flag Fr is set at1 to indicate that the retarding correction of the target ignitiontiming has been completed, the flow of the routine goes on to a step 317to determine whether the present ignition timing is advanced ahead of atarget ignition timing obtained as a result of the retarding correction(Ignition timing)>(Target ignition timing). If the present ignitiontiming is advanced ahead of a target ignition timing obtained as aresult of the retarding correction, the flow of the routine goes on to astep 319 at which the ignition timing is advanced by a predeterminedquantity kdel1. In this way, the ignition timing is retarded by thepredetermined quantity kdel1 each time this program is executed till theignition timing reaches the target ignition timing obtained as a resultof the retarding correction.

Then, after the ignition timing reaches the target ignition timing, thedetermination result produced at the step 317 is NO, causing the flow ofthe routine to go on to a step 321 at which the ignition timing issustained at the immediately preceding ignition timing, which is thetarget ignition timing obtained as a result of the retarding correctionin this case.

If the determination result produced at the step 311 indicates that thesum ΣΔPm of differences ΔPm between intake pipe negative pressures Pmand the predetermined value kpm3 is smaller than the predetermined valueΔPm2, on the other hand, a negative pressure of the brake booster isdetermined to have not been assured sufficiently. In this case, the flowof the routine goes on to a step 314 at which the target ignition timingis corrected by being advanced by a predetermined advancing correctionquantity. The advancing correction quantity can be set at a constant inorder to make the processing simple or can be a variable found by usinga map or a formula from the sum ΣΔPm.

At the next step 316, the retardation flag Fr is reset to 0 to indicatethat the advancing correction of the target ignition timing has beencompleted. Then, the ignition timing is advanced by a predeterminedquantity kdel2 by carrying out pieces of processing of steps 318 and320.

After the advancing correction of the target ignition timing, thedetermination results produced at the steps 310 and 312 are both NO tillthe next determination timing. With determination results of NO, theflow of the routine goes on to a step 318 to determine whether thepresent ignition timing is retarded behind a target ignition timingobtained as a result of the advancing correction (Ignitiontiming)<(Target ignition timing). If the present ignition timing isretarded behind the target ignition timing obtained as a result of theadvancing correction, the flow of the routine goes on to a step 320 atwhich the ignition timing is advanced by a predetermined quantity kdel2.In this way, the ignition timing is advanced by the predeterminedquantity kdel2 each time this program is executed till the ignitiontiming reaches the target ignition timing obtained as a result of theadvancing correction.

Then, after the ignition timing reaches the target ignition timing, thedetermination result produced at the step 318 is NO, causing the flow ofthe routine to go on to the step 321 at which the ignition timing issustained at the immediately preceding ignition timing, which is thetarget ignition timing obtained as a result of the advancing correctionin this case.

In the case of the fifth embodiment described above, for a sum ΣΔPm ofdifferences ΔPm between intake pipe negative pressures Pm and thepredetermined value kpm3 smaller than the predetermined value ΔPm2, aproper negative pressure of the brake booster is determined to be notassured sufficiently. In this case, the ignition timing is corrected bybeing advanced, and the intake pipe negative pressure Pm is reduced. Fora sum ΣΔPm of differences ΔPm between intake pipe negative pressures Pmand the predetermined value kpm3 greater than the predetermined valueΔPm2, on the other hand, a proper negative pressure of the brake boosteris determined to be assured sufficiently. In this case, the ignitiontiming is corrected by being retarded so that the temperature ofexhausted gas rises. As a result, it is possible to shorten the time ittakes to heat the catalyst while assuring a negative pressure of thebrake booster.

It should be noted that, in place of the sum ΣΔPm of differences ΔPmbetween intake pipe negative pressures Pm and the predetermined valuekpm3, a sum of differences between the negative pressures of the brakebooster and a predetermined value can also be used. In this case, thenegative pressure of the brake booster can be a detected or estimatedvalue. Moreover, the retardation speed can also be changed in accordancewith the sum.

Seventh Embodiment

In the case of a seventh embodiment of the present invention shown inFIGS. 15 to 17, a difference ΔPm (=kpm3−Pm) between the intake pipenegative pressure Pm detected by the intake pipe negative pressuresensor 18 and a predetermined value kpm3 is found at predetermineddetermination timings t1, t2, t3 and t4. The target ignition timing'scorrection quantity for the difference ΔPm is found from a map shown inFIG. 17. An immediately preceding target ignition timing is corrected byusing the correction quantity. The determination timings t1, t2, t3 andt4 can be timings taken at predetermined intervals, or can each be atiming after the lapse of a predetermined time since an on/offchangeover of a brake switch 29 or a timing with which |ΔPm| exceeds apredetermined value.

The target ignition timing correction map shown in FIG. 17 ischaracterized in that, in a range of ΔPm negative values, a propernegative pressure of the brake booster is determined to be not assuredsufficiently. In this case, the correction quantity of the targetignition timing toward the advanced side increases in proportion to thevalue of |ΔPm|. A large correction quantity results in a larger decreasein intake pipe negative pressure Pm. In a range of ΔPm positive valuessmaller than a predetermined value, a proper negative pressure of thebrake booster is determined to be assured sufficiently. In this case,the target ignition timing is not corrected. In a range of ΔPm positivevalues greater than a predetermined value, the intake pipe negativepressure Pm (or the negative pressure of the brake booster) decreasestoo much so that, even if the intake pipe negative pressure Pm slightlyincreases, a proper negative pressure of the brake booster is determinedto be still assurable. The correction quantity of the target ignitiontiming toward the retarded side increases in proportion to the value ofΔPm. A large correction quantity enhances the catalyst heating effect.

The ignition timing control executed by the seventh embodiment describedabove is implemented by execution of an ignition timing control programshown in FIGS. 12 and 15. The processing carried out at the steps 301 to307 of the program of FIG. 12 for the sixth embodiment is also carriedout in the seventh embodiment in the same way.

In the case of the seventh embodiment, if the conditions for executionof the ignition retarding control to heat the catalyst 31 at an earlytime are satisfied, the flow of the routine goes on to a step 331 todetermine whether the present time coincides with a determinationtiming. If the present time coincides with a determination timing, theflow of the routine goes on to a step 332 to compute a difference ΔPm(=kpm3−Pm) between the intake pipe negative pressure Pm detected by theintake pipe negative pressure sensor 18 and a predetermined value kpm3.Then, at the next step 333, an ignition timing correction map shown inFIG. 17 is searched for a correction quantity for the difference ΔPm.Subsequently, at the next step 334, the immediately preceding ignitiontiming is corrected by using the correction quantity (Target ignitiontiming=Immediately preceding ignition timing+Correction quantity).

Then, the flow of the routine goes on to a step 335 to determine whetherthe present ignition timing is advanced ahead of the target ignitiontiming (Ignition timing>Target ignition timing). If the present ignitiontiming is advanced ahead of the target ignition timing, the flow of theroutine goes on to a step 336 at which the ignition timing is retardedby a predetermined quantity kdel3. In this way, the ignition timing isretarded by the predetermined quantity kdel3 each time this program isexecuted till the ignition timing reaches the target ignition timing.

If the determination result produced at the step 335 indicates that therelation (Ignition timing>Target ignition timing) does not hold true, onthe other hand, the flow of the routine goes on to a step 337 todetermine whether the present ignition timing matches the targetignition timing. If the present ignition timing matches the targetignition timing, the flow of the routine goes on to a step 338 at whichthe ignition timing is sustained at the immediately preceding ignitiontiming, which is the target ignition timing.

If the determination results produced at the steps 335 and 337 are bothNO indicating that the present ignition timing is retarded behind thetarget ignition K timing (Ignition timing<Target ignition timing), onthe other hand, the ignition timing is advanced by a predeterminedquantity kdel4. In this way, the ignition timing is advanced by thepredetermined quantity kdel4 each time this program is executed till theignition timing reaches the target ignition timing.

In the case of the seventh embodiment explained above, the targetignition timing is corrected in accordance with a difference ΔPm betweenthe intake pipe negative pressure Pm and the predetermined value kpm3.Thus, it is possible to correct the target ignition timing by advancingthe target ignition timing to a value in a range allowing a propernegative pressure of the brake booster to be assured while, at the sametime, shortening the catalyst heating period.

It should be noted that, in place of a difference ΔPm between intakepipe negative pressure Pm and the predetermined value kpm3, a differencebetween the negative pressure of the brake booster and a predeterminedvalue can also be used. In this case, the negative pressure of the brakebooster can be a detected or estimated value. Moreover, the retardationspeed can also be changed in accordance with the difference.

As an alternative, a correction quantity of the target ignition timingis found in accordance with an intake pipe negative pressure Pm or anegative pressure of the brake booster, and the immediately precedingtarget ignition timing is corrected by using the correction quantity.

Eighth Embodiment

In the case of an eighth embodiment of the present invention shown inFIGS. 18 and 19, a difference ΔPm (=kpm3−Pm) between the intake pipenegative pressure Pm detected by the intake pipe negative pressuresensor 18 and a predetermined value kpm3 is found at predetermineddetermination timings t1, t2 and t3. Initially, the target ignitiontiming's correction quantity for the difference ΔPm is found from map Ashown in FIG. 19. Then, if the intake pipe negative pressure Pm does notdecrease to a level equal to or lower than the predetermined value kpm3since the start of the engine even though processing to correct thetarget ignition timing by using map A has been carried out apredetermined number of times, map B is used to find the target ignitiontiming's correction quantity for the difference ΔPm. Map B provides acorrection quantity greater than that provided by map A. The rest is thesame as the seventh embodiment.

In the case of the eighth embodiment explained above, if the intake pipenegative pressure Pm does not decrease to a level equal to or lower thanthe predetermined value kpm3 since the start of the engine even thoughprocessing to correct the target ignition timing by using map A has beencarried out a predetermined number of times, map B is used to find thetarget ignition timing's larger correction quantity for the differenceΔPm. Thus, even for a case in which it is difficult for the intake pipenegative pressure Pm or the negative pressure of the brake booster todecrease to a proper level for some reasons, the intake pipe negativepressure Pm or the negative pressure of the brake booster can bedecreased to the proper level in a short period of time by switching tomap B.

It should be noted that, in place of map B shown in FIG. 19, acorrection quantity found from map A can also be multiplied by a raisingcoefficient (>1) or a predetermined quantity can also be added to acorrection quantity found from map A.

Ninth Embodiment

In the case of a ninth embodiment of the present invention shown inFIGS. 20 to 22, a retardation side guard value of a control range of theignition timing is found for an intake pipe negative pressure Pmdetected by the intake pipe negative pressure sensor 18 from a map shownin FIG. 22. The map shown in FIG. 22 is characterized in that, thecloser the intake pipe negative pressure Pm to the atmospheric pressure,the closer to the advance side the value at which the retardation sideguard value is set. Thus, the more insufficient the intake pipe negativepressure Pm (or the negative pressure of the brake booster), the closerto the advance side the retardation side guard value and, hence, thecloser to the advance side the value at which the ignition timing is setto lower the intake pipe negative pressure Pm (or the negative pressureof the brake booster). If the intake pipe negative pressure Pm (or thenegative pressure of the brake booster) decreases too much so that aproper negative pressure of the brake booster is determined to be stillassurable even if the intake pipe negative pressure Pm slightlyincreases, on the other hand, a value close to the retardation side isselected as the retardation side guard value to allow the ignitiontiming to be set on the retardation side and, thus, the catalyst heatingeffect to be enhanced.

The ignition timing control executed by the ninth embodiment describedabove is implemented by execution of an ignition timing control programshown in FIG. 20. The ignition timing control program is executedrepeatedly at predetermined time intervals or predetermined crankangles. Pieces of processing carried out at steps 101 to 104, 108 and109 are the same as those of respectively the steps 101 to 104, 108 and109 of program of the first embodiment shown in FIG. 2.

If the determination result produced at the step 104 indicates that theconditions for execution of the ignition retarding control to beat thecatalyst 31 at an early time are satisfied after a start of the engine,the flow of the routine goes on to a step 106 to determine whether thepresent ignition timing is advanced ahead of the target ignition timing(Ignition timing>Target ignition timing). If the present ignition timingis advanced ahead of the target ignition timing, the flow of the routinegoes on to a step 107 at which the ignition timing is retarded by apredetermined quantity kdel.

At the next step 111, a retardation side guard value of a control rangeof the ignition timing is found for an intake pipe negative pressure Pmdetected by the intake pipe negative pressure sensor 18 from a map shownin FIG. 22. Then, the flow of the routine goes on to a step 112 todetermine whether the ignition timing obtained as a result of theretarding correction carried out at the step 107 is retarded behind theretardation side guard value (Ignition timing<Retardation side guardvalue). If the ignition timing is retarded behind the retardation sideguard value, the flow of the routine goes on to a step 113 at which theignition timing is set at the retardation side guard value. If thedetermination result produced at the step 107 indicates that theignition timing obtained as a result of the retarding correction is notretarded behind the retardation side guard value, on the other hand, theignition timing is used.

In the case of the ninth embodiment explained above, a retardation sideguard value is found for an intake pipe negative pressure Pm. Thus, aretardation quantity for an intake pipe negative pressure Pm (or anegative pressure of the brake booster) can be subjected to guardprocessing to produce a desirable value. As a result, it is possible toassure a negative pressure of the brake booster at an early time whilereducing the exhaust emission at a start of the engine at the same time.

It should be noted that, a retardation side guard value can also befound on the basis of a negative pressure of the brake booster in placeof an intake pipe negative pressure Pm. In this case, the negativepressure of the brake booster can be a detected or estimated value.

In addition, as shown in FIG. 21, due to the fact that the intake pipenegative pressure Pm increases when a load of auxiliary equipment suchas an air conditioner rises, a retardation side guard value can also befound on the basis of a load of auxiliary equipment such as an airconditioner (or a load borne by the engine).

Tenth Embodiment

In the case of a tenth embodiment of the present invention shown inFIGS. 23 and 24, it is not until a predetermined time kt4 has lapsedsince a start of the engine that the normal ignition retarding controlto heat the catalyst at an early time is executed. If the engineoperating state is an idle state after the predetermined time has lapsedsince a start of the engine, the ignition timing is retarded or advancedso that the intake pipe negative pressure Pm converges to a rangebetween an upper limit guard value and a lower limit guard value. Theupper limit guard value and the lower limit guard value correspond torespectively the upper and lower limits of a range of intake pipenegative pressures Pm at which a proper negative pressure of the brakebooster can be assured. Typically, the upper limit guard value and thelower limit guard value are found by simulation or by conducting anexperiment. In addition, the ignition retarding control executed duringthe predetermined time beginning at a start of the engine can be theconventional control to retard ignition or the ignition retardingcontrol executed by any one of the embodiments described so far.

The ignition timing control executed by the tenth embodiment describedabove is implemented by execution of an ignition timing control programshown in FIG. 23. The ignition timing control program is executedrepeatedly at predetermined time intervals or predetermined crankangles. When activated, the program begins with a step 401 to determinewhether a predetermined time has lapsed since a start of the engine. Ifthe predetermined time has not lapsed since a start of the engine, theflow of the routine goes on to a step 402 at which the normal ignitionretarding control is executed to heat the catalyst at an early time.

As the predetermined time lapses since a start of the engine, the flowof the routine goes on to a step 403 to determine whether the engineoperating state is an idle state. If the engine operating state is notan idle state, the flow of the routine goes on to the step 402 at whichthe normal ignition retarding control is executed. If the conditions forexecution of the ignition retarding control are not satisfied, however,the ignition retarding control is not executed.

If the engine operating state is an idle state after the predeterminedtime has lapsed since a start of the engine, on the other hand, the flowof the routine goes on to a step 404 to determine whether an intake pipenegative pressure Pm detected by the intake pipe negative pressuresensor 18 is lower than the upper limit guard value. If the intake pipenegative pressure Pm is equal to or higher than the upper limit guardvalue, reduction of the intake pipe negative pressure (or the negativepressure of the brake booster) is determined to be insufficient. In thiscase, the flow of the routine goes on to a step 407 at which theignition timing is advanced by a predetermined quantity kdel6. In thisway, the ignition timing is advanced by the predetermined quantity kdel6each time this program is executed till the intake pipe negativepressure Pm becomes lower than the upper limit guard value.

If the determination result produced at the step 404 indicates that theintake pipe negative pressure Pm is lower than the upper limit guardvalue, on the other hand, the flow of the routine goes on to a step 405to determine whether the intake pipe negative pressure Pm is lower thanthe lower limit guard value. If the intake pipe negative pressure Pm islower than the lower limit guard value, reduction of the intake pipenegative pressure (or the negative pressure of the brake booster) isdetermined to be too much. In this case, the flow of the routine goes onto a step 406 at which the ignition timing is retarded by apredetermined quantity kdel5. In this way, the ignition timing isretarded by the predetermined quantity kdel5 each time this program isexecuted till the intake pipe negative pressure Pm becomes at leastequal to the lower limit guard value.

If the intake pipe negative pressure Pm is in the range between theupper limit guard value and the lower limit guard value, the flow of theroutine goes on to a step 408 at which the ignition timing is sustainedat an immediately preceding ignition timing.

In the case of the tenth embodiment described above, if the engineoperating state is an idle state after the predetermined time has lapsedsince a start of the engine, the ignition timing is retarded or advancedso that the intake pipe negative pressure Pm converges to a rangebetween an upper limit guard value and a lower limit guard value. Thus,the retardation quantity of the ignition timing can be reduced to avalue in a range allowing a negative pressure of the brake booster to beassured. As a result, it is possible to assure a negative pressure ofthe brake booster while, at the same time, shortening the catalystheating period.

It should be noted that, the ignition timing can also be retarded oradvanced so that the intake pipe negative pressure Pm converges to arange between an upper limit guard value and a lower limit guard valueon the basis of a negative pressure of the brake booster in place of anintake pipe negative pressure Pm. In this case, the negative pressure ofthe brake booster can be a detected or estimated value.

The first to tenth embodiments described above can be applied not onlyto a direct injection engine, but also an intake port injection engine.

Eleventh Embodiment

An eleventh embodiment of the present invention are explained byreferring to diagrams as follows.

FIG. 25 is a diagram showing a configuration of a double head caminternal combustion engine, which employs the internal combustionengine's valve timing control apparatus implemented by an embodiment ofthe present invention, and its peripherals. Components identical with orequivalent to those shown in FIG. 1 are denoted by the same referencenumerals as the latter and their explanation is not repeated.

As shown in FIG. 25, there is provided a crank angle sensor 52 fordetecting a signal representing a turning angle θcrk of a crank shaft51, which functions as the driving shaft of an internal combustionengine 11. There is also provided a cam angle sensor 55 for detecting asignal representing a turning angle θcam of a cam shaft 54, whichfunctions as the driven shaft of the internal combustion engine 11. Thedriven shaft is a shaft on the side close to an intake valve 53. On thecam shaft 54, a variable valve timing adjustment unit (VVT) 56 isprovided. Oil pressed by a pump 58 is supplied to the VVT 56 through apipe 57. A temperature Tho of the oil is detected by a sensor 60. Theoil is controlled by an oil control valve (OCV) 59.

Instead of using an intake air pressure sensor 18, an intake airpressure can also be computed from an engine speed Ne and an intakeairflow signal detected typically by an airflow meter. There is alsoprovided an accelerator position sensor 61 for detecting an acceleratorposition AP representing an accelerator depression quantity. The engine11 has an exhaust valve 62.

An ECU (Electronic Control Unit) 33 receives a cooling water temperatureThw, a throttle angle TA, an intake pressure Pm, an oil temperature Tho,an accelerator position AP, a turning angle θcrk and a turning angleθcam. On the other hand, the ECU 33 outputs a driving signal IDOCV basedon a duty ratio control value DOCV of the OCV 59 and outputs a drivingsignal ITAEX based on an output throttle angle TAEX.

By referring to FIGS. 26 to 36, the following description explains acontrol program of a valve timing control apparatus of an internalcombustion engine implemented by an embodiment of the present invention.A flowchart shown in FIG. 26 represents a main program provided by thisembodiment. The main program is invoked synchronously with therevolution of the crank shaft 51 at typically 180° CA(Crank Angle)intervals. The flowchart begins with a step S100 to determine whetherthe internal combustion engine has been started, that is, whether anengine speed Ne computed by the ECU 33 has exceeded typically 400 rpm.If the engine speed Ne has not exceeded 400 rpm, the main program isended. If the engine speed Ne has exceeded 400 rpm, on the other hand,the internal combustion engine is determined to have been started. Inthis case, the flow of the main program goes on to a step S200 todetermine whether conditions for fast idle execution are satisfied. Afast idle operation is an idle operation in which the engine speed Ne isset at a value greater than the normal idle revolution speed at a coldstart as is known traditionally. The conditions for fast idle executioninclude:

(1) The engine speed Ne does not exceed a predetermined revolutionspeed.

(2) A cooling water temperature Thw detected by a water temperaturesensor is at least equal to a first predetermined temperature.

(3) The cooling water temperature Thw detected by the water temperaturesensor does not exceed a second predetermined temperature.

(4) The intake air temperature is at least equal to a thirdpredetermined temperature.

Condition (1), which requires that the engine speed Ne shall not exceeda predetermined revolution speed, is provided to implement the fast idleoperation even if the engine speed is in an operating region slightlyhigher than the normal idle revolution speed, that is, even if theengine speed is in a small load region. Conditions (2) and (4) are eacha condition for inhibiting a fast idle operation at very lowtemperatures, which are regarded as an operating condition withincreased frictions. Condition (3) is a condition showing a cold start.The first and third predetermined temperatures are lower than the secondpredetermined temperature.

If such conditions for fast idle execution are satisfied, the flow ofthe routine goes on to a step S300 at which intake valve closing controlin a first mode is executed before the execution of this routine isended. If the such conditions for fast idle execution are not satisfied,on the other hand, the flow of the routine goes on to a step S400 atwhich intake valve closing control in a second mode is executed beforethe execution of this routine is ended. It should be noted that, if theconditions for fast idle execution are satisfied, ignition timingretarding control is executed as will be described later. In addition,in the first mode, a target intake valve closing position is set toincrease an intake airflow rate so that combustion stability isimproved. In the second mode, on the other hand, during a periodbeginning at a start of the engine and ending at a time the conditions,for fast idle execution are satisfied, control is executed to retard theintake valve 32 so that a desired negative pressure is developed in abrake tank. In an operating state following completion of an operationto heat the catalyst at an early time, the normal intake valve closingposition control proper for the operating state is executed. The firstand second modes will be explained later in detail by referring tosubroutines shown in FIGS. 29 and 30 respectively.

Next, an air-fuel ratio control program provided by this embodiment isexplained by referring to a flowchart shown in FIG. 27. This program isinvoked synchronously with the revolution of the crank shaft 51 attypically 180° CA intervals. The flowchart begins with a step S501 todetermine whether the internal combustion engine has been started, thatis, whether an engine speed Ne computed by the ECU 33 has exceededtypically 400 rpm. If the determination result indicates that the enginespeed Ne has not exceeded 400 rpm, this program is not executed but justended. If the engine speed Ne has exceeded 400 rpm, on the other hand,the flow of the program goes on to a step S502 to input operatingconditions such as an engine cooling water temperature Thw, an enginespeed Ne and an intake pressure Pm. As an alternative, an intake airflowsensor is provided to be used as a means for detecting an intake airflowvolume Ga in place of an intake pressure Pm.

Then, the flow of the program goes on to a step S503 to determinewhether fast idle execution conditions are satisfied. Since the fastidle execution conditions are the same as those of the step S200 of theflowchart shown in FIG. 26, their explanation is not repeated. If thefast idle execution conditions are not satisfied, a target air-fuelratio is set on the basis of operating conditions. The target air-fuelratio can be set by adoption of the commonly known conventionaltechnique whereby the air-fuel ratio is set at a value depending on anoperating region. For example, in the case of a small load region suchas a region traveled in a steady running state, the air-fuel ratio isset at a lean value. For a big load region such as a region traveled ina transient running state, on the other hand, the air-fuel ratio is setat a rich value to increase the torque. In this way, in an operatingregion other than a region of the fast idle one, a target air-fuel ratiois set by adoption of the commonly known conventional technique beforethe execution of this subroutine is ended.

If the determination result produced at the step S503 indicates that thefast idle execution conditions are satisfied, on the other hand, theflow of the routine goes on to a step S504. At the step S504, the targetair-fuel ratio is set at a weak lean value. A weak lean air-fuel ratioreduces the fuel injection quantity for achieving an objective to reduceemission at the start of the engine. Then, the flow of the routine goeson to a step S505 to determine whether the engine speed Ne is stable.The stability of the engine speed Ne needs to be determined because theair-fuel ratio is being controlled to a lean value and it is feared thatdrivability deteriorates due to the fact that variations in torque aregenerated with ease by retardation of the ignition timing as will bedescribed later. As a technique to determine whether the engine speed Neis stable, a criterion line Neth is provided as a means for determiningstability for different values of the engine speed Ne as shown in FIG.33A. In detail, if a deviation ΔNe at an engine speed Ne is greater thanthe value of the criterion line Neth for the engine speed Ne,instability at the engine speed Ne is indicated. On the other hand, adeviation ΔNe smaller than the value of the criterion line Nethindicates stability at the engine speed Ne. As shown in the figure, thegreater the engine speed Ne, the greater the value of the criterion lineNeth.

As another technique, a criterion line Tdth is used to represent arelation between allowable torque variations Td and values of the enginespeed Ne as shown in FIG. 33B. Much like the criterion line Neth shownin FIG. 33A, a variation in torque greater than the allowable valuerepresented by the criterion line Tdth indicates instability at theengine speed Ne.

If the determination result produced at the step S505 indicates that theengine speed Ne is stable, the execution of this routine is ended byusing the weak lean value set at the step S504 as the target air-fuelratio. If the determination result produced at the step S505 indicatesthat the engine speed Ne is instable, on the other hand, the flow of theroutine goes on to a step S506 at which the target air-fuel ratio ischanged from the weak lean value set at the step S504 to a weak richvalue before the execution of the subroutine is ended. In this way, whenthe operation of the internal combustion engine is controlled at a leanair-fuel ratio, or the ignition timing retarding control is executed toheat the catalyst at an early time as will be described later, theengine speed Ne becomes instable with ease so that the air-fuel rationeeds to be set at a weak rich value in order to make the engine speedNe stable.

Next, the ignition timing control provided by this embodiment isexplained by referring to a flowchart shown in FIG. 28. In accordancewith the ignition timing control program, if the fast idle executionconditions are not satisfied, an ignition timing is set in accordancewith an operating state. If the fast idle execution conditions aresatisfied, on the other hand, the ignition timing is retarded to makethe combustion process in the internal combustion engine slow. Thus, hotexhausted gas is supplied to the catalyst to execute control of heatingthe catalyst at an early time.

It should be noted that this program is invoked synchronously with therevolution of the crank shaft 51 at typically 180° CA intervals. Theflowchart begins with a step S501 to determine whether the internalcombustion engine has been started, that is, whether an engine speed Necomputed by the ECU 33 has exceeded typically 400 rpm. If thedetermination result indicates that the engine speed Ne has not exceeded400 rpm, this program is not executed but just ended. If the enginespeed Ne has exceeded 400 rpm, on the other hand, the flow of theprogram goes on to a step S512 to input operating conditions such as anengine cooling water temperature Thw, an engine speed Ne and an intakepressure Pm. As an alternative, an intake airflow sensor is provided tobe used as a means for detecting An intake airflow volume Ga in place ofan intake pressure Pm. Then, the flow of the program goes on to a stepS513 to determine whether fast idle execution conditions are satisfied.Since the fast idle execution conditions are the same as those of thestep S200 of the flowchart shown in FIG. 26, their explanation is notrepeated.

If the fast idle execution conditions are not satisfied, the flow of theroutine goes on to a step S517 at which a target air-fuel ratio is seton the basis of the operating conditions input at the step S512. Thetarget air-fuel ratio can be set by adoption of the commonly knownconventional technique whereby an ignition timing is set from typicallya map on the basis of an engine speed Ne and the internal combustionengine's intake pressure Pm (or an intake airflow volume Ga). In thisway, in an operation other than a fast idle state, an ordinary ignitiontiming is set by using a map or the like before the execution of thisroutine is ended.

If the determination result produced at the step S513 indicates that thefast idle execution conditions are satisfied, on the other hand, theflow of the routine goes on to a step 5514 at which the ignition timingretarding control to heat the catalyst at an early time is executed. Theignition timing is retarded by, for example, about 10° CA behind anormal ignition timing to make the combustion process in the internalcombustion engine 1 slow. Thus, hot gas is deliberately supplied to theexhaust pipe to promote the process of heating the catalyst. Then, theflow of the routine goes on to a step S515 to determine whether thefollowing conditions are satisfied. The conditions include an instableengine rotation speed Ne (the same condition as the step S505 of theflowchart shown in FIG. 28) and air-fuel ratio control resulting in aweak rich air-fuel ratio. If these conditions are not satisfied, theexecution of this routine is ended. If these conditions are satisfied,on the other hand, the flow of the routine goes on to a step S506 toexecute control to make the combustion stable by retarding the ignitiontiming. This is because variations in engine speed Ne cannot besuppressed in spite of the weak rich air-fuel ratio.

As described above, in the air-fuel ratio control program and theignition timing control program, fast idle execution conditions are usedas execution conditions. If the fast idle execution conditions aresatisfied, the ignition timing retarding control for heating thecatalyst at an early time and control of adjusting the air-fuel ratio toa weak lean value in order to reduce emission are executed. It should benoted that, at that time, determination of the stability of the enginespeed Ne is based on the engine speed Ne itself and the variations ΔNe.If revolution variations causing drivability deterioration aregenerated, first of all, control to set the air-fuel ratio at a weakrich value is executed to suppress the revolution variations. Then, ifthe control to set the air-fuel ratio at a weak rich value cannotsuppress the revolution variations, the control to retard an ignitiontiming is executed to make the combustion stable. This is because thecontrol is executed, taking precedence of the process to heat thecatalyst at an early time.

By referring to the flowchart shown in FIG. 29, the followingdescription explains details of a first mode program executed at thestep S300 of the flowchart shown in FIG. 26 as a subroutine. That is,this program is a subroutine, which is invoked when the processing ofthe step S300 of the flowchart shown in FIG. 26 is carried out. First ofall, at a step S301, operating conditions are input. The operatingconditions include an engine cooling water temperature Thw, an enginespeed Ne and an intake pressure Pm. Then, at the next step S302, atarget intake valve closing position VTcl1 is found from the inputoperating conditions. As a technique to find a target intake valveclosing position VTcl1, a map shown in FIG. 31 is used. As shown in thefigure, the target intake valve closing position VTc11 depends on theengine speed Ne and the intake pressure Pm. Since the fast idleoperation is being carried out, as shown in FIG. 35A, the target intakevalve closing position VTcl1 is set at a value on the retarded side incomparison with a normal operation shown in FIG. 35B. It should be notedthat, since the map shown in FIG. 31 is the same as the map used in theflowchart shown in FIG. 30, the character * attached to the symbol VTcl*shown in FIG. 31 corresponds to the number 1.

Then, after a target intake valve closing position VTcl1 is found, theflow of the routine goes on to a step S303 to determine whether thebrake has been turned on. If the brake is determined to have been turnedon, the flow of the routine goes on to a step S304 to determine whetherthe intake pressure Pm is on the positive side relative to apredetermined value Pm1. If the intake pressure Pm is on the negativeside relative to a predetermined value Pm1, the flow of the routine goeson to a step S309 at which the immediately preceding control intakevalve position VTRcl1 is used as the present control intake valveposition VTRcl (n) before the execution of this routine is ended. If thedetermination result produced at the step S304 indicates that the intakepressure Pm is on the positive side relative to a predetermined valuePm1, on the other hand, the flow of the routine goes on to a step S305and the subsequent steps to carry out processing of shifting thepressure in the intake pipe to the negative side.

Specifically, at the step S305, the advancing quantity θ1 of the intakevalve closing position is found. The advancing quantity θ1 can be aconstant or a variable value. In case of variable, the advancingquantity θ1 of the closing timing of the intake valve can be obtained bylooking up maps such as shown in FIGS. 34A and 34B. The map shown inFIG. 34A is used to find an advancing quantity θ1 for an ignition timingIGt. As is obvious from the map, the closer the ignition timing IGt tothe retarded side, the larger the advancing quantity θ1. On the otherhand, the map shown in FIG. 34B is used for finding an advancingquantity θ1 of the intake valve's closing position for a retardationquantity IGr relative to the normal control position of the ignitiontiming. As is obvious from the map, the advancing quantity θ1 increasesin proportion to the retardation quantity IGr of the ignition timing.That is, the maps shown in FIGS. 34A and 34B indicate that, since acombustion torque decreases in proportion to the retardation quantity ofthe ignition timing, in order to sustain a target revolution speed forthe fast idle operation, an attempt is made to eliminate the lack of thecombustion torque by increasing the intake airflow. Therefore, theintake airflow in the intake pipe increases, making it easy for thepressure in the intake pipe to become a positive pressure rather than apredetermined negative pressure. For this reason, for a largeretardation quantity of the ignition timing, the advancing quantity ofthe intake valve's closing position needs to be set at a large value.

Alternatively, the advancing quantity θ1 can be obtained by looking up amap either shown in FIG. 32A or FIG. 32B. According to FIG. 32A, the mapproportionally determines the advancing quantity θ1 with respect to theintake pressure Pm. In a case of low intake pressure, the advancingquantity θ1 is set smaller advancing degree so as to obtain a necessarynegative pressure. The map shown in FIG. 32B proportionally determinesthe advancing quantity θ1 with respect to a pressure deference Pmdbetween a target intake pressure Ptg and an actual detected intakepressure Pm (Pmd=Pm−Ptg). In this case, the advancing quantity θ1 isproportionally increased as an excessive amount of the actual detectedintake pressure with respect to the target intake pressure increases.

After an advancing quantity θ1 of the intake valve's closing position isset in this way, the flow of the routine goes on to a step S306. At thestep S306, a predetermined value α1 is added to the immediatelypreceding value VTRcl (n−1) of the intake valve's closing position.Then, the flow of the routine goes on to a step S307 to determinewhether the present closing position of the control intake valve exceedsa sum of the advancing quantity θ1 found at the step S305 and a targetintake valve closing position VTc1. If the present closing position ofthe control intake valve does not exceed the sum of the advancingquantity θ1 and the target intake valve closing position VTcl, theexecution of this routine is ended. If the present closing positionVTRc1 of the control intake valve exceeds the sum of the advancingquantity θ1 and the target intake valve closing position VTc1, on theother hand, the flow of the routine goes on to a step S308 at which thesum of the advancing quantity θ1 and the target intake valve closingposition VTc1 is used as the present closing position VTRc1 (n) of thecontrol intake valve.

If the determination result produced at the step S303 indicates that thebrake is not turned on, on the other hand, the flow of the routine goeson to a step S310 to carry out processing of the step and subsequentsteps. At the step S310, first of all, the brake is examined todetermine whether the brake has been just switched from an on state toan off state. If the determination result indicates that the brake hasbeen just switched from an on state to an off state, the flow of theroutine goes on to a step S311 at which counter C is set at apredetermined value. Counter C is a counter for sustaining the controlintake valve's closing position VTRcl (n−1) set at a step S308 or S309.After counter C is set at the predetermined value, the flow of theroutine goes on to a step S312 at which the control intake valve'sclosing position VTRcl (n−1) is set at the immediately preceding valueVTRcl (n−1) of the control intake valve's closing position VTRcl. Then,the execution of this routine is ended.

If the determination result produced at the step S310 indicates that thebrake was not just switched from an on state to an off state, on theother hand, the flow of the routine goes on to a step S313. At the stepS313, Counter C is decremented. Then, the flow of the routine goes on toa step S314. At the step S314, a predetermined value α2 is subtractedfrom the control intake valve's closing position VTRcl. The flow of theroutine then goes on to a step S315. At the step S315, counter C isexamined to determine whether counter C has become 0. If thedetermination result indicates that counter C has not become 0, the flowof the routine goes on to the step S312 at which the control intakevalve's closing position VTRcl (n−1) is set at the immediately precedingvalue VTRcl (n−1) of the control intake valve's closing position VTRcl.Then, the execution of this routine is ended. If the determinationresult indicates that counter c has become 0, on the other hand, theflow of the routine goes on to a step S317 at which the target intakevalve closing position VTc1 is compared with the control intake valve'sclosing position VTRcl (n) computed at the step S314. If the controlintake valve's closing position VTRcl (n) is found greater than thetarget intake valve closing position VTc1, the execution of this routineis ended. If the target intake valve closing position VTc1 is foundgreater than the control intake valve's closing position VTRcl (n), onthe other hand, the target intake valve closing position VTc1 is used asthe control intake valve's closing position VTRcl (n) and, then, theexecution of this routine is ended.

By referring to the flowchart shown in FIG. 30, the followingdescription explains details of a second mode program executed at thestep S400 of the flowchart shown in FIG. 26 as a subroutine. Thisprogram is executed to control the intake valve 53 when the fast idleexecution conditions are not satisfied. During a period, which beginswith a determination result indicating that the engine has been startedand lasts till the fast idle execution conditions are satisfied, atarget intake valve closing position set in accordance with operatingconditions is advanced and the pressure in the intake valve is sustainedat a level not exceeding a predetermined value Pm2. Under a conditionother the above conditions, control is executed to set a target intakevalve closing position set in accordance with operating conditions. Itshould be noted that this program is a subroutine, which is invoked whenthe processing of the step S400 of the flowchart shown in FIG. 26 iscarried out.

The program begins with a step S401 to input operating conditions suchas an engine cooling water temperature Thw, an engine speed Ne and anintake pressure Pm. Then, at the next step S402, a target intake valveclosing position VTcl1 is found on the basis of the input operatingconditions. As a method to find a target intake valve closing positionVTcl1, a target intake valve closing position VTcl1 is found for anengine speed Ne and an intake pressure Pm from the map shown in FIG. 31.It should be noted that, since the map shown in FIG. 31 is the same asthe map used in the flowchart shown in FIG. 29, the character * attachedto the symbol VTcl* shown in FIG. 31 corresponds to the number 2.

After a target intake valve closing position VTcl2 is found, the flow ofthe routine goes on to a step S403 to determine whether a predeterminedtime T1 has lapsed since the start of the engine. If the determinationresult indicates that the predetermined time T1 has not lapsed since thestart of the engine, the flow of the routine goes on to a step S404. Atthe step S404, an intake pressure Pm detected by the intake air pressuresensor 3 is examined to determine whether the pressure Pm is on thepositive side relative to a predetermined value Pm2. If thedetermination result indicates that the intake pressure Pm is on thenegative side relative to the predetermined value Pm2, the flow of theroutine goes on to a step S409 at which an immediately preceding controlintake valve closing position VTRcl (n−1) is used as the present controlintake valve closing position VTRcl (n) and, then, the execution of thisroutine is ended. If the determination result produced at the step S404indicates that the intake pressure Pm is on the positive side relativeto the predetermined value Pm2, on the other hand, the processing goeson to a step S405 to carry out processing to put the intake pressure Pmon the negative side relative to the predetermined value Pm2 at the stepand subsequent steps.

In detail, at the step S405, an advance quantity θ2 of the intakevalve's closing position is set. In the case of the flowchart shown inFIG. 29, an advance quantity θ2 of the intake valve's closing positionis set as a variable according to a retardation quantity of the ignitiontiming. In the case of this program, however, it is not necessary to setan advance quantity θ2 on the basis of an ignition timing. This isbecause control is being executed from a time at which a start of theengine is recognized till a fast idle execution is commenced.

After an advance quantity θ2 of the intake valve's closing position isset as described above, the processing goes on to a step S406. At thestep S406, a predetermined value α3 is added to the control intakevalve's closing position VTRcl (n−1). Then, the processing goes on to astep S407. At the step S407, the present control intake valve closingposition is examined to determine whether the present control intakevalve closing position exceeds a sum of an advance quantity θ2 found atthe step S405 and a target control intake valve closing position VTcl2.If the present control intake valve closing position does not exceed thesum of an advance quantity θ2 and a target control intake valve closingposition VTcl, the execution of this routine is ended. If thedetermination result indicates that the present control intake valveclosing position exceeds the sum of an advance quantity θ2 and a targetcontrol intake valve closing position VTcl, on the other hand, the flowof the routine goes on to a step S308 at which the sum of an advancequantity θ2 and a target control intake valve closing position VTcl isused as the control intake valve closing position VTcl (n) and, then,the execution of this routine is ended.

If the determination result produced at the step S403 indicates that thepredetermined time T1 has lapsed since the start of the engine, on theother hand, the flow of the routine goes on to a step S410 at which atarget intake valve closing position VTcl2 is compared with a controlintake valve closing position VTRcl. If the comparison result indicatesthat the target intake valve closing position VTcl2 is smaller than thecontrol intake valve closing position VTRcl, the flow of the routinegoes on to a step S411. At the step S411, the present control intakevalve closing position VTRcl (n) is set at a value obtained as a resultof subtraction a predetermined value α4 from the control intake valveclosing position VTRcl (n−1) immediately preceding the present controlintake valve closing position VTRcl (n). Then, the execution of thisroutine is ended. If the target intake valve closing position VTcl2 isfound greater than the control intake valve closing position VTRcl, onthe other hand, the present control intake valve closing position VTRclis set at the target intake valve closing position VTcl.

Time charts of the embodiment operating in accordance with theprocessing procedure described above are explained by referring to FIG.35 and FIGS. 36A to 36F. FIG. 36A is a time chart of the engine speedNe. A criterion value as to whether the internal combustion engine hasbeen started or not is set at typically 400 rpm. If the intake airpressure Pm shown in FIG. 36E is on the positive side relative to apredetermined value Pm2 shown as a single dotted line in the same figureafter the engine speed Ne exceeds the criterion value, the target intakevalve closing position VTcl is set at a value advanced ahead of thenormal intake valve closing position. Since the actual intake valve 53is controlled on the basis of the control intake valve closing positionVTRcl (n), when the target intake valve closing position VTCl2 ischanged from one value to a new one, the intake valve 53 is driven togradually follow the new value of the target intake valve closingposition VTcl2. That is, the closing position is changed by apredetermined quantity at one time repeatedly toward the new value ofthe target intake valve closing position VTcl2.

In this way, in this embodiment, during a period beginning at a start ofthe engine, the intake valve closing position VTcl is advanced by apredetermined advance quantity θ2 till the intake air pressure Pm entersa negative side. This period is ended when the intake air pressure Pmbecomes equal to or lower than the predetermined value Pm2 and the fastidle execution conditions are satisfied. Then, at a time t1 shown inFIG. 36, when fast idle execution conditions (1) to (4) describedearlier are satisfied, execution to retard the ignition timing IGt isexecuted to heat the catalyst at an early time as shown in FIG. 36B. Atthe time t1, as indicated in FIG. 35A and FIG. 36D, by advancing theclosing position VT of the intake valve ahead of a steady running valueshown in FIG. 35B, a difference in pressure between the intake valve andthe combustion chamber is developed, increasing the intake airflow speedof airflowing into the combustion chamber. Then, since the intakeairflow speed increases, the air-fuel ratio can be shifted to a weaklean value and the fuel injection quantity is thus corrected byreduction in air-fuel ratio weak lean control.

If the intake valve 53 is retarded as shown in FIG. 35A, however, aperiod in which the intake valve 53 is opened becomes longer even if thebottom dead center (BDC) is exceeded. Thus, intake air once supplied tothe combustion center is returned to the intake pipe. As a result, afterthe time t1, the intake air pressure Pm inevitably enters the positiveside relative a predetermined pressure Pm1 as shown in FIG. 36E. Withthe intake valve closing position VT set at the retarded position,assume that the driver turns on the brake as shown in FIG. 36C. In thiscase, since the intake air pressure Pm is on the positive side relativethe predetermined pressure Pm1 as shown in FIG. 36E as is the case withthe conventional technology, after the time t2, a negative pressure isconsumed inside the brake tank as shown in FIG. 36F. As described above,if the closing position of the intake valve 53 is retarded while theheating of the catalyst at an early time is being implemented, theintake air pressure Pm is higher than the predetermined pressure Pm1.Thus, if a brake is once applied, the pressure in the brake tank doesnot attain a predetermined negative pressure so that the driver needs toapply a large depression force when the driver uses the brake next time.

In the case of this embodiment, however, at the time t2, when the brakeis applied as shown in FIGS. 35C and 36D, the closing position of theintake valve 53 is advanced ahead of the closing time for the fast idleoperation as shown in FIG. 36D in order to prevent intake air oncesupplied to the combustion chamber from being returned to the intakepipe. Thus, with the brake turned on, a pressure on the negative siderelative to a predetermined negative pressure can be introduced into thebrake tank. As shown in FIG. 36D, a predetermined period Tc begins whenthe brake is turned off and ends at a time t4. By holding the intakevalve closing position VT at this advanced position during thepredetermined period Tc, the pressure inside the brake tank can be setat a pressure on the negative side relative to the predeterminednegative pressure and, at a point D shown in the same figure, the intakevalve closing position is restored to the original position. Thus,between the times t2 and t4, the intake air pressure Pm can be held at avalue on the negative side relative to the predetermined pressure Pm1 asshown in FIG. 36E and the pressure Vp inside the brake tank can bemaintained at a negative value as shown in FIG. 36F. Dashed lines shownin FIGS. 36D, 36E and 36F each represent typical values for comparisonpurposes.

It should be noted, at that time, since the closing position of theintake valve is advanced, the overlap quantity increases. It is thusfeared that a residual quantity in the combustion chamber increases. Theresidual quantity is referred to hereafter as an internal EGR gasquantity. In the case of this embodiment, however, stability ofcombustion is taken into consideration on the basis of the engine speedNe. Specifically, when the combustion becomes unstable, the air-fuelratio is shifted to the weak rich side to restore the stability of thecombustion. In addition, the stability of the combustion is restored byadvancing the timing of the ignition only when the stability of thecombustion cannot be restored by merely putting the air-fuel ratio onthe weak rich side. As such, when there is concern for deterioration ofcombustion, first of all, execution of the control to set the air-fuelratio on the weak rich side merely takes precedence while heating thecatalyst at an early time by execution of control to retard an ignitiontimings is continued. Therefore, when the combustion becomes instablebut can be restored by execution of the control to set the air-fuelratio on the weak rich side, heating of the catalyst at an early time isnot halted. As a result, the temperature of the catalyst can beincreased at an early time and, at the same time, deterioration ofcombustion can be avoided.

As described above, in this embodiment, the pressure in the brake tankcan be maintained at a level on the negative side relative to apredetermined negative pressure in response to a brake demand raised bythe driver without providing a sensor for detecting a pressure in thebrake tank. Thus, it is possible to make the driver have no sense ofincompatibility when the driver applies a brake. In addition, theclosing position VT of the intake valve is advanced only when it isnecessary to introduce a, negative pressure in the brake tank inaccordance with the on/off status of the brake. Thus, the intake airpressure Pm can be prevented from becoming negative unnecessarily.

It should be noted that, while the values of θ1 and Pm1 used in thefirst mode are different from the values of θ2 and Pm2 used in thesecond mode in this embodiment, those of the first mode can also be thesame as their respective counterparts in the second mode. By the sametoken, the predetermined values α1 and α3 for gradual advancing can bemade equal to respectively the predetermined values α2 and α4 forgradual advancing.

In this embodiment, the flowchart shown in FIG. 29 represents thefunction of a first advance control means. The flowchart shown in FIG.30 represents the function of a second advance control means. The meansfor controlling the intake airflow volume by adjusting the throttlevalve in order to make the revolution speed follow a target revolutionspeed in an idle operation state serves as an intake airflow volumecontrol mean. The flowchart shown in FIG. 28 represents the function ofan ignition timing control means. The intake air pressure sensor 6serves as a pressure detecting means. The crank angle sensor 2 serves asa revolution speed detecting means. The water temperature sensor 3serves as an engine water temperature detecting means. A sensor providedon the intake air pressure sensor 6 but shown in none of the figuresserves as an intake air temperature detecting means. The step S505 ofthe flowchart shown in FIG. 27 and the step S515 of the flowchart shownin FIG. 28 correspond to the function of a combustion state detectingmeans. The step S506 of the flowchart shown in FIG. 27 corresponds tothe function of an air fuel weak rich control means. The step S516 ofthe flowchart shown in FIG. 28 corresponds to the function of anignition timing advancing control means. The means, which is used forretarding the closing position of the intake valve when unstablecombustion caused by an advanced closing position of the intake valve isdetected so that the valve overlap quantity decreases, serves as aretardation control means.

Twelfth Embodiment

In the case of the eleventh embodiment, if the brake is put in an onoperation state, the closing position of the intake valve 53 is advancedso that the pressure in the intake pipe is sustained at a negativevalue. In the case of the twelfth embodiment, on the other hand,considering the fact that a negative pressure is consumed during use ofthe brake so that it is not necessary for the driver to apply a largedepression force, control is executed so that the feeling to apply thebrake does not worsen when the brake is used next time.

In this embodiment, as a substitute for the first mode of the eleventhembodiment, intake valve closing position control is executed inaccordance with the operation status of the brake as explained below.The intake valve closing position control is described in detail byreferring to a flowchart shown in FIG. 37. It should be noted thatprocessing steps identical with those of the eleventh embodiment aredenoted by the same reference numerals as the latter and theirexplanation is not repeated. This program is invoked synchronously withthe revolution of the crank shaft 51 at typically 180° CA intervals.

The flowchart begins with a step S301 at which operating conditions areinput. Then, at the next step S302, a target intake valve closingposition VTcl1 is found from the input operating conditions. Then, theflow of the routine goes on to a step S601 to determine whether a brakeflag Fb is set at 1. As will be described later, the brake flag Fb is aflag indicating operating status of the flag. If the brake flag Fb isnot set at 1, the execution of the routine is ended. If the brake flagFb is set at 1, on the other hand, the flow of the routine goes on to astep S602. The brake flag is set only during a predetermined period,which starts when the brake is switched from an on state to an offstate. The period is set later. During this period, processing iscarried out at the step S602 and subsequent steps.

At the step S602, a predetermined value is set in a counter C used forsetting the period during which the following processing is carried out.At the next step S603, the counter C is decremented before continuingthe processing to a step S304. At the step S304, the pressure inside theintake pipe is examined to determine whether the pressure is smallerthan a first predetermined value. That is, the pressure inside theintake pipe is examined to determine whether the pressure is on thepositive or negative side relative to a predetermined negative pressure.If the pressure inside the intake pipe is on the positive side relativeto the predetermined negative pressure, pieces of processing of stepsS305 to S308 are carried out to execute control to advance the intakevalve 53 before the execution of this routine is ended. This processingis carried out repeatedly till the pressure inside the intake pipe isset to a value on the negative side relative to the predeterminednegative pressure. Then, as the intake valve position VTRcl is advancedby a target advance quantity θ1, the intake valve is held at thisposition.

If the intake negative pressure Pm is on the negative side relative tothe predetermined pressure Pml, on the other hand, the flow of theroutine goes on to a step S604 to determine whether the contents of thecounter C are smaller than 0. If the contents of the counter C aregreater than 0, the flow of the routine goes on to a step S312 at whichthe immediately preceding intake valve closing position VTRcl (n−1) isused as the present intake valve closing position VTRcl (n) in order tosustain the negative pressure in the intake valve and, then, theexecution of this routine is ended. If the contents of the counter C aresmaller than 0, on the other hand, the flow of the routine goes on to astep S314. At this and subsequent steps, the intake valve closingposition VTRcl is retarded gradually toward the target intake valveclosing position VTRcl1. This is because the negative pressure insidethe tank is the desired negative pressure.

As described above, in this embodiment, during the predetermined period,which starts when the brake is switched from an on to off state, controlis executed to introduce a desired negative pressure into the negativepressure tank. Thus, when the driver applies a brake next time, no bigdepression force is required. Therefore, also in this embodiment, thepressure in the brake tank can be maintained at a level on the negativeside relative to a predetermined negative pressure in response to abrake demand raised by the driver without a need to provide a sensor fordetecting a pressure in the brake tank. Thus, control to retard theclosing position of the intake valve can be executed appropriately inorder, for example, to suppress a pumping loss or to improve combustion.

In this embodiment, the flowchart shown in FIG. 37 represents thefunction of a first advancing control means.

The following description explains a case in which a valve timingmechanism equipped with an opening/closing timing and a lift or equippedwith a variable operation angle mechanism is used in this embodiment asa valve timing mechanism. An example of the valve timing mechanism is anelectro magnetic driving intake and exhaust valve timing mechanism,which is already commonly known.

In general, an electro magnetic driven intake and exhaust valve timingmechanism shown in none of the figures attracts an armature provided onthe shaft of an intake or exhaust valve. Thus, the closing/openingposition of the intake or exhaust valve can be set with a high degree offreedom and arbitrarily. That is, by setting the closing/openingposition and its operation angle with a high degree of freedom, gasexhausting proper for the operating state can be implemented.

This embodiment is explained by referring to a time chart shown in FIG.38. First of all, in accordance with the time chart shown in FIG. 38,the intake valve's opening/closing position represented by a dotted linein the figure is a lift quantity and an opening/closing position withthe control to retard the ignition timing implemented to heat thecatalyst at an early time under the fast idle execution conditions. Atthat time, the control of the intake valve is executed in accordancewith the operation status of the brake as shown by a solid line in thefigure as is the case with the first or second embodiment. As is obviousfrom FIG. 38, by advancing the position of the intake valve ahead of theBDC, the amount of air returned to the intake valve is reduced. At thattime, a period to open the intake valve at the same time as the exhaustvalve and the so called overlap quantity are taken into consideration.That is, since the amount of burned gas left in the combustion chamberrises by an increase in overlap quantity, the combustion becomesinstable. In order to prevent combustion from becoming instable, theopening position of the intake valve is set so that the overlap quantitydecreases. In this way, stable combustion can be implemented. It shouldbe noted that, by setting the opening and closing positions of theintake valve close to each other, the intake airflow volume is reduced.As its countermeasure, the lift quantity of the intake valve isincreased as shown in the figure.

In the case of this embodiment, an electro magnetic driven intake andexhaust valve is explained as an example. With regard to a valve havingonly its opening/closing position settable variably, the openingposition needs to be set so as to reduce the amount of burned gas leftin the combustion chamber. In addition, by increasing the intake airflowvolume, the lift quantity is raised in order to reduce the pressure inthe intake valve.

In this embodiment, the means for preventing combustion from becominginstable due to a decrease in intake airflow volume or the means forreducing the pressure in the intake pipe by increasing the intakeairflow volume functions as a lift quantity control means.

Although the present invention has been described in connection with thepreferred embodiments thereof with reference to the accompanyingdrawings, it is to be noted that various changes and modifications willbe apparent to those skilled in the art. Such changes and modificationsare to be understood as being included within the scope of the presentinvention as defined in the appended claims.

What is claimed is:
 1. A control apparatus of an internal combustionengine comprising: a brake booster for increasing a brake force of abrake by using a negative pressure of an intake pipe employed in theinternal combustion engine; and an ignition retarding control means forexecuting ignition retarding control to retard an ignition timing at acold start in order to promote an operation to heat a catalyst forcleaning exhausted gas, wherein the ignition retarding control meansreduces a retardation speed of the ignition timing till a predeterminedtime lapses since a start and, thereafter, increases the retardationspeed.
 2. A method of controlling an internal combustion engine, themethod comprising: increasing, via a brake booster, a brake force of abrake by using a negative pressure of an intake pipe employed in theinternal combustion engine; and executing an ignition retarding controlto retard an ignition timing at a cold start in order to promote anoperation to heat a catalyst for cleaning exhausted gas; wherein theexecution of the ignition retarding control includes reducing aretardation speed of the ignition timing till a predetermined timelapses since a start and, thereafter, increasing the retardation speed.3. A control apparatus of an internal combustion engine comprising: abrake booster for increasing a brake force of a brake by using anegative pressure of an intake pipe employed in the internal combustionengine; and an ignition retarding control means for executing ignitionretarding control to retard an ignition timing at a cold start in orderto promote an operation to heat a catalyst for cleaning exhausted gas,the control apparatus further comprising a negative pressure recognizingmeans for recognizing a negative pressure of the intake pipe or anegative pressure of the brake booster, wherein the ignition retardingcontrol means reduces a retardation speed of the ignition timing till anegative pressure recognized by the negative pressure recognizing meansdecreases to a value equal to or lower than a predetermined value and,thereafter, increases the retardation speed.
 4. A method of controllingan internal combustion engine, the method comprising: increasing, via abrake booster, a brake force of a brake by using a negative pressure ofan intake pipe employed in the internal combustion engine; executing anignition retarding control to retard an ignition timing at a cold startin order to promote an operation to heat a catalyst for cleaningexhausted gas; and recognizing a negative pressure of the intake pipe ora negative pressure of the brake booster; wherein the execution of theignition retarding control includes reducing a retardation speed of theignition timing till the recognized negative pressure decreases to avalue equal to or lower than a predetermined value and, thereafter,increasing the retardation speed.